×
INTELLIGENT WORK FORUMS
FOR ENGINEERING PROFESSIONALS

Are you an
Engineering professional?
Join Eng-Tips Forums!
• Talk With Other Members
• Be Notified Of Responses
• Keyword Search
Favorite Forums
• Automated Signatures
• Best Of All, It's Free!

*Eng-Tips's functionality depends on members receiving e-mail. By joining you are opting in to receive e-mail.

#### Posting Guidelines

Promoting, selling, recruiting, coursework and thesis posting is forbidden.

# Camber Compensation

## Camber Compensation

(OP)
Is there a method for setting camber compensation? I suppose one it would be a strong function of the vehicle roll gradient (and the time distribution the car spends in corners or on straight aheads, although this would be quite area dependent). I'm not sure how to set a target value though. Any advice?

Best Regards & Thanks in advance,
NS

### RE: Camber Compensation

Well, that is a damn fine question. In practice it is pretty much set by tyre wear considerations, but if we didn't have to worry about that it would be nice to keep just a little negative camber on the maximum corner.

So, with a vehicle roll gain R deg/g, it would seem reasonable to set the camber gain C=R+0.5 deg/g

In practice this does not happen. Typically C=~0.5*R

One reason is that in low speed cornering you get additional camber gain at the front due to the interaction of the castor angle and the steer angle.

Another thing to think about is that your camber gain is VERY strongly related to your geometric roll centre height.

I'm away from my books at the moment, I'll pull out some typical figures on Tuesday.

Oh, also it varies front and rear, which were you most interested in?

Cheers

Greg Locock

### RE: Camber Compensation

(Note that I have probably got the signs all wrong in the above, compounded by the importance of recognising which coordinate system you are working in)

Cheers

Greg Locock

### RE: Camber Compensation

(OP)
Currently I was targeting a low camber compensation of 30~35% for Pickup Truck. For higher ratios, during double wheel bumps, the tires would scrub outwards on the inner edge. I'm still not sure how to strike a balance ebtween tire wear on straight aheads and cornering with heave roll (have a roll gradient close to 7deg/g now).

NS

#### Red Flag This Post

Please let us know here why this post is inappropriate. Reasons such as off-topic, duplicates, flames, illegal, vulgar, or students posting their homework.

#### Red Flag Submitted

Thank you for helping keep Eng-Tips Forums free from inappropriate posts.
The Eng-Tips staff will check this out and take appropriate action.

Close Box

# Join Eng-Tips® Today!

Join your peers on the Internet's largest technical engineering professional community.
It's easy to join and it's free.

Here's Why Members Love Eng-Tips Forums:

• Talk To Other Members
• Notification Of Responses To Questions
• Favorite Forums One Click Access
• Keyword Search Of All Posts, And More...

Register now while it's still free!