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Tire Model for Turn Slip Properties

Article · May 2013

DOI: 10.4271/2013-01-2371

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2013-01-2371
Published 09/24/2013
Copyright © 2013 SAE International
doi:10.4271/2013-01-2371
saecomveh.saejournals.org

Tire Model for Turn Slip Properties

Fan Bai, Konghui Guo, and Dang Lu
ASCL of Jilin University

ABSTRACT
In this paper a tire model for describing tire turn slip properties is derived. The tread of the contact patch is divided into
many massless elastic elements in both the length and width direction. Carcass deformation is expressed by the translation,
bending and twisting function. A turn slip tire model is derived by analyzing the geometric relationships among the
deformation of contact patch, tread and carcass. The model is validated by experimental results of parking maneuver. The
model seems capable of generating transient and steady state forces and moments for turn slip, and showing varied trend of
tire force according to different turn slip velocity. It could not only describe the tread deformation, but also analyze how
the tread deformation affects the tire force and moment properties.

CITATION: Bai, F., Guo, K., and Lu, D., "Tire Model for Turn Slip Properties," SAE Int. J. Commer. Veh. 6(2):2013, doi:
10.4271/2013-01-2371.
____________________________________

INTRODUCTION calculating tire force and moment under sliding is proposed.

Since tires are the only components contacting directly
with the road surface for the vehicle, the description of tire
behavior is very important for road vehicles dynamics
analysis. Many studies have been carried out on tires to study
the relationship between tire mechanical properties and the
well-known and commonly used slip quantities which are
called the lateral slip (slip angle) and longitudinal slip (slip
ratio). Besides, there is a third slip input quantity: the spin.
Turn slip is one possible component of spin and the other
possible component is camber [1]. Tire turn slip properties
play an important role in parking application and shimmy,
and various tire models have been proposed to describe it. By
analyzing the geometrical relations between different tire
lateral inputs, Paper [2,3,4]established a theoretical model of
non-steady state tire turn slip properties with small lateral
inputs based on the non-steady state tire cornering model.
Paper [5] derived a theoretical model of tire turn slip
properties which could calculate tire force with large turn
slip. And the effects of turn slip were also considered in
various semi-empirical models [5,6,7,8].
In this paper a theoretical tire model is derived to better
explain tire mechanical properties under turn slip, extend
application range of tire model and develop a more accurate
and compact semi-empirical model. First, the geometric
relationships among deformations of contact patch, tread and
carcass of tire under turn slip are discussed. Then a solution
Finally the calculated results of this model are compared with
the experimental results, and the tread deformations with
different turn slip ratios are analyzed.
THE DISCRETE MODEL OF TURN
SLIP
The physical tire model for turn slip properties is
established in this section, which can express tire force and
moment under different turn slip ratios.
DEFINITIONS OF TURN SLIP AND
MODEL COORDINATE SYSTEM
The condition of pure turn slip, while the sideslip angle α
and longitudinal slip ratio Sx [6] remain at zero, is shown in
Figure 1, where R is the radius of path curvature and Ω is the
wheel speed of revolution. The turn slip ratio φt is defined as
the ratio of the wheel yaw rate and the updating speed Vr
of the contact path, and Vr is defined as the product of the
wheel speed of revolution Ω and the effective rolling radius
Re. The φt reflects variation of tire yaw angle per unit contact
patch updating length. If side slip angle α= 0 and longitudinal
slip ratio Sx= 0, the value of φt is equal to the path curvature:

353
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354 Bai et al / SAE Int. J. Commer. Veh. / Volume 6, Issue 2(October 2013)

(1)

Figure 3. The coordinate systems of tire model

Figure 1. The condition of pure turn slip

The physical structure of the tire model is showed in

Figure 2. The model is simplified into the combination of
rigid hub, flexible carcass and tread which is described as
little elastic beams [5].

Figure 4. Deformation of carcass

Then the deformation of the point Pc(x,y) on the carcass

could be expressed as [9]:

Figure 2. The physical structure of tire model

Since the contact force between tire and road acts on the
(2)
tread in the contact patch, only the deformations of tread and
carcass in the contact patch are considered. The three Where Fx is the longitudinal force of tire, Fy is the lateral
coordinate systems are designed for the tire model: XOY, force, Mz is aligning torque. Kcy, Kcb, Nθ and Kcx are carcass
XhOhYh and XcOcYc, see Figure 3. lateral translating stiffness, lateral bending stiffness, twisting
XOY is a fixed coordinate system on the ground. XhOhYh stiffness and longitudinal translating stiffness respectively,
is a dynamic coordinate system describing the deformations and ξ(x/a) is a symmetrical bending deformation function of
of carcass and tread with the origin ‘Oh’ at wheel center. The carcass. In the paper the ξ(x/a) is expressed as:
Xh axis is in the wheel plane and the Yh axis is the wheel spin
axis.
In the model the deformation of carcass is considered to
be composed of four independent parts: lateral translating (3)
part yc0, lateral bending part ycb, twisting part yθ and
XcOcYc is a relative coordinate system on the carcass for
longitudinal translating part xc0, see Figure 4, where a is the
describing the tread deformation with respect to the carcass,
half length of contact patch and θ is the carcass twisting
and the origin ‘Oc’ at the center of contact patch is a
angle.
corresponding point of ‘Oh’ which neglected the bending
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Bai et al / SAE Int. J. Commer. Veh. / Volume 6, Issue 2(October 2013) 355

deformation of carcass. The angle between Xc axis and Xh

axis is the carcass twisting angle θ. The ground projections of
coordinate system XhOhYh and XcOcYc would coincide when
the tire is rolling without any slip quantity. The positive
directions of tire forces in the model are also shown in
Figure 3.

DEFORMATION OF TIRE
The contact patch of the tire model is assumed to be
rectangular in shape, and the tread in the contact patch is
divided into numerous rectangle grids whose number of rows
and columns are denoted as n and m respectively, see
Figure 5. Figure 6. Deformations of carcass and tread

If the coordinate of Pt is (xti,j, yti,j) in the XhOhYh, the

deformation of tread grid corresponding to Ph along the Xh
and Yh axis could be expressed as:

(6)
Then the tire force and aligning torque could be calculated
Figure 5. Contact patch discretization as:

Where a and b are the half length and half width of

contact patch, and the length and width of grids are da and
db. In the model the coordinate of the rectangle grid is
substituted by the coordinate of the center of the contact path
discrete element. Ph is a point on the hub corresponding to
the grid in row i and column j, and its coordinate (xhubi,j,
yhubi,j) in the XhOhYh could be expressed as:

(7)
where the ktx and kty are the longitudinal and lateral stiffness
of tread in per unit area. Considering the carcass twisting
(4)
angle θ is very small, cos(θ)≈1 and sin(θ)≈θ. And based on
The deformations of carcass and tread in the contact patch the Equations (2), (3), (4), (5), (6), the longitudinal force Fx
for a certain slip quantity are shown in Figure 6. Point Pc and
and lateral force Fy could be derived as:
Pt are the corresponding points to the Ph respectively on the
carcass and tread. If the model had no slip input quantity,
their coordinates in the XhOhYh would coincide with the point
Ph.
According to the geometric relationship between point Pc
and Ph, the Pc coordinate (xci,j, yci,j) in the XhOhYh
coordinate systems could be expressed as:

(8)
with

(5)
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356 Bai et al / SAE Int. J. Commer. Veh. / Volume 6, Issue 2(October 2013)

When the coordinates (xti,j, yti,j) of tread grids are

determined, the tire longitudinal force Fx and lateral force Fy Figure 7. Update of tread in the contact path
could be calculated directly according to the Equation (8).
And by the Equations (2), (3), (4), (5), (6), (7), (8), tire
aligning torque Mz could also be derived as: When the tire is rolling with turn slip ratio φt, the
deformations of tread in the contact patch are shown in
Figure 8.

(9)
with

Figure 8. Change of tread coordinates under turn slip

Ot is the instantaneous curvature center of tire path at time

T. If there is no braking or driving, the path curvature radius
R could be express as:

The tire force and aligning torque could be calculated

directly by the coordinates of tread grids according to the
Equations (8)∼(9), and then the tire forces and moments
under different turn slip ratios could be obtained with the
confirmed tread grids coordinates (xti,j, yti,j).
When the wheel speed of revolution Ω(T) is not equal to
zero, the tread grids coordinates would be updated after time
ΔT, see Figure 7. In order to facilitate the calculation in the
model, the tread grids on the contact path just update da
along the Xh axis in ΔT. If the coordinate of tread point Pt is
(xtoi,j, ytoi,j) at time T, and after ΔT it would change to (xtai,j,
ytai,j). In the absence of turn slip, the coordinate (xtai,j, ytai,j)
of Pt could be expressed as Equation (10):
(11)
Under the parking maneuver condition, R is close to zero
(when steering axis goes through the tire contact patch center,
R is equal to zero and turn slip ratio φt tends to infinite).
The coordinate of point Pt on the tread is (xtoi,j, ytoi,j) in
XhOhYh at time T. After a short time ΔT, the tread rotated
around the Ot with an angle . And without
considering sliding the new coordinate (xtbi,j, ytbi,j) of Pt in
XhOhYh could be given from Figure 8 as:

(10)
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Bai et al / SAE Int. J. Commer. Veh. / Volume 6, Issue 2(October 2013)
(12)
The tire lateral force Fy_h, longitudinal force Fx_h and
aligning torque Mz_h without sliding could be obtained
applying tread girds coordinate (xtbi,j, ytbi,j) into the
Equations (8)∼(9). Then the corresponding carcass
coordinates (xcbi,j, ycbi,j) are obtained by the Equations(2),
(3), (4), (5). At this time the deformations of tread grids
without sliding can be expressed as:
(13)
And the corresponding unit grid longitudinal force Fxu(i,j)
and lateral force Fyu(i,j) without sliding could be expressed as:
(14)
The deformations of tread are restricted by the tire vertical
load Fz, friction coefficient μ and pressure distribution
function η(xhubi,j,/a,yhubi,j). And the anisotropy of road
friction coefficient is also considered in the model. If the
longitudinal coefficient is μx and lateral friction coefficient is
μy, the friction coefficient ellipses could be shown in
Figure 9.
Figure 9. Friction coefficient ellipses
where Fzu(i,j), which is determined by the tire vertical load
Fz and pressure distribution function η(xhubi,j,/a,yhubi,j), is
the vertical load of unit tread grid of contact path, and β is the
direction angle of friction coefficient determined by the
longitudinal force Fxu(i,j) and lateral force Fyu(i,j) of the
corresponding unit grid. Then the longitudinal and lateral
friction coefficient μxu(i,j) and μyu(i,j) of the corresponding
unit grid could be given from Figure 9 as [10]:
357
(15)
Considering the effects of the tire vertical load Fz,
pressure distribution function η(xhubi,j,/a,yhubi,j), unit grid
longitudinal lateral friction coefficient μxu(i,j) and μyu(i,j), and
ignoring anisotropy of tire tread stiffness, the deformation of
unit tread grid with sliding could be expressed as:
(16)
where qz(xhubi,j,/a,yhubi,j) is the vertical force per unit area
[10] and could be expressed as:
(17)
And the pressure distribution function η(xhubi,j,/a,yhubi,j)
in this paper is expressed as[11]:
(18)
SOLUTION OF THE MODEL
In the computation procedure the model only needs to
confirm the φt(T) which could be obtained indirectly
according to the wheel yaw angle ψ(T), wheel speed of
revolution Ω(T) and effective rolling radius Re. In the process
of calculating the tire force and aligning torque under turn
slip, the deformations of the carcass which should be
determined by tire force and aligning are unknown. And these
are the results of balancing the tread forces with carcass
forces. In the model an iterative algorithm is used to get the
deformations of the carcass, and then obtain the tire force and
aligning torque by the coordinates of the tread grids.
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358 Bai et al / SAE Int. J. Commer. Veh. / Volume 6, Issue 2(October 2013)

Figure 11. Comparisons of aligning torque response

between simulation and experiment of parking maneuver

The maximum bound of aligning torque is determined by

the vertical load, friction coefficient and the properties of tire.
There is a steep jump in aligning torque at the two ends of
tire yaw angle in the test, and the model need to be further
improved. In general the model could correctly describe the
tire mechanical properties under parking maneuver.

Figure 10. Calculation procedure of the model SIMULATIONS AND ANALYSIS

Tire mechanical properties under different turn slip ratios
φt could be analyzed with the model. The model parameters
The calculation flow of the model is shown in Figure 10.
Firstly, tire forces and aligning torques without sliding are need to be identified from steady turn slip test and turn slip
calculated directly according to the coordinates of tread grids step test under different φt. Owing to that the corresponding
using the Equations (8), (9), (10), (11), (12). Secondly, data could be gotten only with R=0 on the plate tire test rig,
corresponding coordinates of carcass grids and deformations the values of parameters used for the simulation in the paper
of tread grids are determined by using the Equations (2), (5) are obtained from reference [12], which are listed in Table 1.
and (13). Then with the help of tire pressure distribution, the
Table 1. Parameter values of model used in the
deformations of tread grids are checked considering the
simulation
sliding and adhesion of tread grids by the Equations (13),
(14), (15), (16), (17), (18). Finally, comparing the changes of
tire forces and aligning torques before and after considering
sliding. If these changes are great, the coordinates of tread
grids considering sliding should be returned to the model and
the tire forces and aligning torques are recalculated. When
these changes are slight and satisfy the convergence criterion
of the model, not only is the calculation stopped, but also the
tire forces, aligning torques, and the coordinates of tread
grids under turn slip ratio φt are outputted.
Figure 12 and 13 show the lateral force and aligning
MODEL VALIDATION torque on the steady state separately with different turn slip
ratio φt. With the increase of φt, the lateral force Fy increased
Owing to the restriction of experimental conditions, the
first to its peak and then decreased. Tire aligning torque Mz
model is validated only by the experimental results of parking
maneuver. A 205/55R16 tire is tested in the plate tire test rig increased gradually to a steady value.
with load Fz=4841N. In the test the center of tire contact The variation characteristics of tire force and moment
properties, as shown in Figure 12 and 13, could be explained
patch is on the steering axis of plate (R=0), and the steering
by use of the deformations of tread. The vector graphics of
angle of plate is turned sinusoidally. The simulated and
tread deformations corresponding to point A, B and C are
experimental results are shown in Figure 11.
shown in Figure 14, 15 and 16 (φt =0.3, 0.9 and 4.0 rad/m). In
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Bai et al / SAE Int. J. Commer. Veh. / Volume 6, Issue 2(October 2013)
these figures, the adhering tread elements are indicated with
blue arrows and the sliding tread elements with green arrows.
Figure 12. Steady state lateral force at pure turn slip
Figure 13. Steady state aligning torque at pure turn slip
Figure 14. Vector graph of tread deformations at point A
(φt = 0.3rad/m)
359
Figure 15. Vector graph of tread deformations at point B
(φt = 0.9rad/m)
Figure 16. Vector graph of tread deformations at point C
(φt = 4.0rad/m)
At point A the directions of tread deformations vector
along the width of contact path are the same, and these vector
directions along the length of contact path are opposite in the
upper and lower of contact path. Only a small fraction of
tread elements in the rear of contact patch are sliding when φt
= 0.3 rad/m.
With the increase of φt, the lengths of tread deformations
vector increase, and the directions of some tread deformation
vectors along the width of contact path varied. When φt >0.9
rad/m, they change from positive directions to negative
directions along the length of contact path. As the directions
of tread deformations vector along the length of contact path
are opposite, the lateral force Fy decrease and tire aligning
torque Mz increase gradually to a steady value. When φt = 4.0
rad/m the inside tread elements in the rear of contact path are
adhering, yet the others are sliding.
The inputs and results of a tire leaving the parking lot
while steering sinusoidally are shown in Figure 17, 18 and
19. With the increase of forward speed Vx, the turn slip ratio
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360 Bai et al / SAE Int. J. Commer. Veh. / Volume 6, Issue 2(October 2013)
φt decrease gradually. And the lateral force Fy and aligning
torque Mz have the same varying trend with φt.
Figure 17. Simulation inputs of car leaving the parking
lot while steering sinusoidal
Figure 18. The tire lateral force during the maneuver of
Figure 17
Figure 19. The tire aligning torque during the maneuver
of Figure 17
SUMMARY
A tire model for turn slip is presented in this paper. The
width of tire, flexibility of tread and carcass are all taken into
account effectively in the model. The derived model is
validated by the test data obtained from parking maneuver
test. Based on the model the lateral force and aligning torque
under different turn slip ratios are analyzed by simulation.
The results show that the model not only calculate the lateral
force and aligning torque under different turn slip ratios, but
also analyze how the tread deformations affect the tire force
and aligning torque.
REFERENCES
1. Pacejka, Hans B., “Spin: camber and turning,” Vehicle System
Dynamics, Vol.43, supplement, 3-17, 2005, doi:
10.1080/00423110500140013.
2. Guo, K. and Liu, Q., “A Theoretical Model of Non-Steady State Tire
Cornering Properties and its Experimental Validation,” SAE Technical
Paper 973192, 1997, doi:10.4271/973192.
3. Liu, Qing. and Guo, Konghui., “Modeling and Analysis of Tire Turn-
slip Properties,” Highway and Transportation Research and
Development, Vol 16, No.4, 69-72, 1999.
4. Liu, Qing. and Guo, Konghui., “Tire Turn-Slip Models Based on the
Carcass-String Theory,” Transactions of the Chinese Society of
Agricultural Engineering, Vol 15, No.4, 44-48, 1999
5. Pacejka, Hans B., “Tyre and Vehicle Dynamics”, Butterworth
Heinemann, 2002.
6. Guo, Konghui, Lu, Dang, and Ren, Lei, “A unified non-steady non-
linear tyre model under complex wheel motion inputs including extreme
operating conditions,” JSAE Review, Vol 22, Issue 4, 395-402, 2001,
doi:10.1016/S0389-4304(01)00122-9.
7. Guo, Konghui. and Lu, Dang, “UniTire: Unified Tire Model for Vehicle
Dynamic Simulation,” Vehicle System Dynamics, Vol. 45, Supplement,
79-99, 2007, doi:10.1080/00423110701816742.
8. Kuiper, E. and VAN OOSTEN, J.J.M., “The PAC2002 advanced
handling tire model,” Vehicle System Dynamics, Vol. 45, Supplement,
153-167, 2007, doi:10.1080/00423110701773893.
9. Liu, Qing, “Analysis, Modeling and Simulation of Non-steady
Cornering Properties of Tyres,” Ph.D. thesis, Jilin University of
Technology, Changchun, 1996.
10. Guo, Konghui., “An Unified Theoretical Model for Tire Mechanical
Properties With Non-isotropy of Friction,” CHINA MECHANICAL
ENGINEERING, Vol.7, No.4, 90-93, 1996.
11. Li, Ning, “The Modification of Tire Simulation Models for Side Slip
Property under Complex Condition,” Master thesis, Jilin University,
Changchun, 2007.
12. Lu, Dang and Guo, Konghui, “Effect of Tire Rolling Speed on
Cornering Characteristics of Vehicle,” Automobile Technology, No.9,
10-13, 2009
CONTACT INFORMATION
Dang Lu
State Key Laboratory of Automotive Simulation and Control
(ASCL)
Jilin University
No.5988, Renmin Ave. Changchun City, Jilin Prov., China,
130022
Tel: +86 (431)-85095090
ludang960526@126.com
ACKNOWLEDGMENTS
The authors would like to thank the support of National
Nature Science Foundation of China (Grants No.51075183)
and National Basic Research Program of China (973
Program) (No.2011CB711201). The authors also thank the
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Bai et al / SAE Int. J. Commer. Veh. / Volume 6, Issue 2(October 2013) 361

staffs in State Key Laboratory of Automotive Simulation and da - length of unit grid
Control for their contribution to this study. db - width of unit grid
μx - longitudinal friction coefficient
DEFINITIONS/ABBREVIATIONS μy - lateral friction coefficient
α - sideslip angle Fzu(i,j) - vertical force of unit grid corresponding to Pt
Sx - longitudinal slip ratio Fxu(i,j) - longitudinal force of unit grid corresponding to Pt
Ω - wheel speed of revolution Fyu(i,j) - lateral force of unit grid corresponding to Pt
Re - effective rolling radius of tire μxu(i,j) - longitudinal friction coefficient of unit grid
φt - turn slip ratio corresponding to Pt
Vr - updating speed of contact patch μyu(i,j) - lateral friction coefficient of unit grid corresponding
- wheel yaw rate to Pt
R - radius of path curvature β - direction angle of (μxu(i,j), μyu(i,j)), see Figure 9
Fz - tire vertical load qz(xhubi,j,/a,yhubi,j) - vertical force per unit area
Fx - total longitudinal force of tire corresponding to Pc

Fy - total lateral force of tire η(xhubi,j,/a,yhubi,j) - pressure distribution function of contact

path
Mz - total aligning torque of tire
Kcx - longitudinal translating stiffness of carcass
Kcy - lateral translating stiffness of carcass
Kcb - lateral bending stiffness of carcass
Nθ - twisting stiffness of carcass
xc0 - longitudinal translating deformation of carcass
yc0 - lateral translating deformation of carcass
ycb - lateral bending deformation of carcass
θ - carcass twisting angle
a - half length of contact patch
b - half width of contact patch
Ph - a certain point in the hub
Pc - corresponding point in carcass to point Ph
Pt - corresponding point in tread to point Ph
XOY - ground coordinate system, see Figure 3
XhOhYh - hub coordinate system, see Figure 3
XcOcYc - carcass coordinate system, see Figure 3
(xhubi,j, yhubi,j) - coordinate of Ph in XhOhYh
(xci,j, yci,j) - coordinate of Pc in XhOhYh
(xti,j, yti,j) - coordinate of Pt in XhOhYh
Δψ - tire yaw angle in unit time
ξ(xhubi,j /a) - bending deformation function of carcass
Δxi,j - relative longitudinal deformation of Pc to Pt
Δyi,j - relative lateral deformation of Pc to Pt
ktx - longitudinal stiffness of tread per unit area
kty - lateral stiffness of tread per unit area

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