canted wheels on a trailer?

Chalo Wrote:
meb wrote:

Chalo Wrote:

meb wrote:

The tradeoff for the above is increased rolling resistance due
the
camber steer of the right tire attempting to turn left and the
left
tire attempting to turn right. The thinner the tire and larger
the
diameter, the milder the penalties.

I thought that this was addressed by means of corresponding
toe-out.

Partially. There still is an intrawheel rolling resistance caused
by
smallest diameter portion of the wheel contacting the road fighting
the
largest diameter portion of the wheel contacting the wheel attempting
to
turn different radii.

How different could this be from the left edge of the contact patch of
a plumb tire fighting the right edge, and both of them fighting the
center of the tread? There must always be some scrub; it's intrinsic
to an elliptically convex tire tread conforming to a flat surface as
it rolls.

Chalo

The contact points are different radii in the canted wheel. In the
uncanted wheel this centerline has the bulk of the weight so the edges
of the contact patch give way. There are some bike tires that attempt
overcome this with a flat contact profile as with car tires. There are
some new recumbent trike tires using such a profile as a non-leaning
trike does not benefit from a bicycle's curved tire profile.


Contrast that canted trailer wheel is continuously leaning, not
intermittent as in a bike leaning in a turn-the extra rolling
resistance is allways there.


--
meb

On Sun, 2 Sep 2007 15:08:07 +1000, meb
wrote:


Chalo Wrote:
meb wrote:

M-gineering Wrote:

reduces width for equal track, reduces sideload on wheel during
cornering, increases tyre traction during cornering

The tradeoff for the above is increased rolling resistance due the
camber steer of the right tire attempting to turn left and the left
tire attempting to turn right. The thinner the tire and larger the
diameter, the milder the penalties.

I thought that this was addressed by means of corresponding toe-out.

Chalo

Partially. There still is an intrawheel rolling resistance caused by
smallest diameter portion of the wheel contacting the road fighting the
largest diameter portion of the wheel contacting the wheel attempting to
turn different radii.
Only an issue really on square treaded tires - and in automotive use
even that is not an issue. many cars with 3 degree negative camber and
1/8" toe-in and no tire wear.(on 8" wide treads)

--
Posted via a free Usenet account from http://www.teranews.com

In article
,
meb
wrote:

Chalo Wrote:
meb wrote:

M-gineering Wrote:

reduces width for equal track, reduces sideload on wheel during
cornering, increases tyre traction during cornering

The tradeoff for the above is increased rolling resistance due the
camber steer of the right tire attempting to turn left and the left
tire attempting to turn right. The thinner the tire and larger the
diameter, the milder the penalties.

I thought that this was addressed by means of corresponding toe-out.

Chalo

Partially. There still is an intrawheel rolling resistance caused by
smallest diameter portion of the wheel contacting the road fighting the
largest diameter portion of the wheel contacting the wheel attempting to
turn different radii.

Camber wants to make the wheel track a circle.
Toeing makes the wheel want to track a straight
line deviating from the straight ahead track.
The two effects cannot be made to cancel one another.

--
Michael Press

clare at snyder.on.ca Wrote:
On Sun, 2 Sep 2007 15:08:07 +1000, meb
wrote:


Chalo Wrote:
meb wrote:

M-gineering Wrote:

reduces width for equal track, reduces sideload on wheel during
cornering, increases tyre traction during cornering

The tradeoff for the above is increased rolling resistance due
the
camber steer of the right tire attempting to turn left and the
left
tire attempting to turn right. The thinner the tire and larger
the
diameter, the milder the penalties.

I thought that this was addressed by means of corresponding
toe-out.

Chalo

Partially. There still is an intrawheel rolling resistance caused by
smallest diameter portion of the wheel contacting the road fighting
the
largest diameter portion of the wheel contacting the wheel attempting
to
turn different radii.
Only an issue really on square treaded tires - and in automotive use
even that is not an issue. many cars with 3 degree negative camber and
1/8" toe-in and no tire wear.(on 8" wide treads)

--
Posted via a free Usenet account from http://www.teranews.com

squared tires would reduce the problem as the tire side doesn't come in
contact with the road to create the camber turning rolling resistance
till a large angle has been reached.


--
meb

Michael Press Wrote:
In article
,
meb
wrote:

Chalo Wrote:
meb wrote:

M-gineering Wrote:

reduces width for equal track, reduces sideload on wheel
during
cornering, increases tyre traction during cornering

The tradeoff for the above is increased rolling resistance due
the
camber steer of the right tire attempting to turn left and the
left
tire attempting to turn right. The thinner the tire and larger
the
diameter, the milder the penalties.

I thought that this was addressed by means of corresponding
toe-out.

Chalo

Partially. There still is an intrawheel rolling resistance caused
by
smallest diameter portion of the wheel contacting the road fighting
the
largest diameter portion of the wheel contacting the wheel attempting
to
turn different radii.

Camber wants to make the wheel track a circle.
Toeing makes the wheel want to track a straight
line deviating from the straight ahead track.
The two effects cannot be made to cancel one another.

--
Michael Press

Exactly-they can be partially offset by getting the tangent to
coincide, but not completely.


--
meb