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Circle of forces

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The circle of forces, traction circle, friction circle,^[1] or friction ellipse^[2]^[3]^[4] is a useful way to think about the dynamic interaction between a vehicle's tire and the road surface. The diagram below shows the tire from above, so that the road surface lies in the xy-plane. The vehicle to which the tire is attached is moving in the positive y direction.

In this example, the vehicle would be cornering to the right (i.e. the positive x direction points to the center of the corner). Note that the plane of rotation of the tire is at an angle to the actual direction that the tire is moving (the positive y direction). Put differently, rather than being allowed to simply "roll" in the direction that it is "pointing" (in this case, rightwards from the positive y direction), the tire instead must "slip" in a different direction from that which it is pointing in order to maintain its "forward" motion in the positive y direction. This difference between the direction the tire "points" (its plane of rotation) and the tire's actual direction of travel is the slip angle.

A tire can generate horizontal force where it meets the road surface by the mechanism of slip. That force is represented in the diagram by the vector F. Note that in this example, F is perpendicular to the plane of the tire. That is because the tire is rolling freely, with no torque applied to it by the vehicle's brakes or drive train. However, that is not always the case.

The magnitude of F is limited by the dashed circle, but it can be any combination of the components F_x and F_y that does not extend beyond the dashed circle.^[3] (For a real-world tire, the circle is likely to be closer to an ellipse, with the y axis slightly longer than the x axis.)

In the example, the tire is generating a component of force in the x direction (F_x) which, when transferred to the vehicle's chassis via the suspension system in combination with similar forces from the other tires, will cause the vehicle to turn to the right. Note that there is also a small component of force in the negative y direction (F_y). This represents drag that will, if not countered by some other force, cause the vehicle to decelerate. Drag of this kind is an unavoidable consequence of the mechanism of slip, by which the tire generates lateral force.

The diameter of the circle of forces, and therefore the maximum horizontal force that the tire can generate, depends upon many factors, including the design of the tire and its condition (age and temperature, for example), the qualities of the road surface, and the vertical load on the tire.

References

[edit]

^ Pacejka, Hans B. (2006). Tire and Vehicle Dynamics (2nd ed.). Society of Automotive Engineers, Inc. pp. 5. ISBN 0-7680-1702-5. The total horizontal frictional force F cannot exceed the maximum value (radius of the 'friction circle').
^ Cossalter, Vittore (2006). Motorcycle Dynamics (Second ed.). Lulu.com. p. 64. ISBN 978-1-4303-0861-4.
^ ^a ^b Foale, Tony (2006). Motorcycle Handling and Chassis Design (Second ed.). Tony Foale Designs. pp. 2–29. ISBN 978-84-933286-3-4. A much used graphical aid to understanding how corning and traction (braking and driving) forces combine is the so called "friction ellipse".
^ Wong, Jo Yung (2008). Theory of ground vehicles (Second ed.). Wiley. pp. 52–53. ISBN 978-0-470-17038-0.

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The circle of forces, also known as the traction circle or friction circle, is a fundamental concept in vehicle dynamics that graphically represents the maximum combined longitudinal (forward/backward) and lateral (sideways) frictional forces a pneumatic tire can generate at the tire-road interface under a given normal load.^[1] This model assumes that the resultant tire force vector is constrained within a boundary defined by the tire's friction properties, typically visualized as a circle when the longitudinal and lateral friction coefficients are equal, or an ellipse otherwise, highlighting the inherent trade-offs between accelerating, braking, and cornering without exceeding the tire's grip limit.^[1] The circle originates from empirical tire force measurements and simplified friction models, where the magnitude of the total horizontal force

F = \sqrt{F_x^2 + F_y^2}

F=Fx2+Fy2

(with $F_x$ as longitudinal force and $F_y$ as lateral force) cannot exceed $\mu F_z$ , the product of the friction coefficient $\mu$ and vertical load $F_z$ .^[1] In practice, points on the circle correspond to operating conditions: the top represents maximum acceleration, the bottom maximum braking, and the sides pure cornering, while combined maneuvers (e.g., trail braking into a turn) push toward the boundary, risking slip if exceeded.^[2] This limitation arises from the nonlinear nature of tire friction, influenced by factors like slip angle, slip ratio, road surface, tire compound, and load, as captured in advanced models such as the Pacejka Magic Formula.^[1] The concept is essential for applications in vehicle stability control systems, racing simulation, and accident reconstruction, enabling engineers to predict handling behavior and optimize performance by staying within the traction envelope.^[1] For instance, electronic stability programs use real-time estimates of the circle's boundary to intervene and prevent skids, while in motorsport, drivers exploit it to maximize lap times by balancing forces during dynamic maneuvers.^[3] Although idealized, the circle provides a practical approximation, with real-world deviations accounted for in sophisticated simulations incorporating dynamic tire models.^[1]

Overview

Definition and basic concept

The circle of forces, commonly referred to as the friction circle, serves as a fundamental graphical model in vehicle dynamics to represent the boundary of available tire-road friction forces. It illustrates the locus of all possible combinations of longitudinal and lateral tire forces that can be generated without exceeding the friction limit at the tire contact patch. This concept highlights how tire grip is a finite resource shared between propulsion, braking, and steering demands, enabling engineers and drivers to predict handling limits during dynamic maneuvers.^[2] Visually, the friction circle is plotted as a circle centered at the origin in a two-dimensional force diagram, where the horizontal axis denotes longitudinal force—positive for acceleration (traction) and negative for braking—and the vertical axis denotes lateral force, positive for cornering in one direction and negative for the opposite. The radius of the circle equals the product of the tire-road friction coefficient and the vertical normal load on the tire, defining the maximum resultant friction force available. Any resultant force vector lying outside this circle indicates conditions where the tire would enter a sliding or skidding state.^[2] This model underscores the trade-off in tire performance: the magnitude of the total force vector must not exceed the circle's radius to maintain adhesion, providing a clear framework for analyzing grip allocation. For example, in straight-line braking, the full radius is allocated longitudinally to achieve maximum deceleration. In pure cornering, the radius is fully utilized laterally to sustain the highest cornering acceleration. When maneuvers combine both, such as trail braking into a turn, the demands compete, reducing the maximum achievable force in each direction while their vector sum stays within the boundary.^[4]

Historical development

The concept of the circle of forces traces its early roots to 19th-century studies in statics and friction theory, building on foundational principles established by Charles-Augustin de Coulomb, who in 1785 articulated the laws of dry friction that describe the maximum frictional force as proportional to the normal load, independent of contact area. These laws provided the theoretical basis for understanding limiting friction in mechanical contacts, including those between rigid bodies and surfaces, though initial applications focused on static equilibrium rather than dynamic interactions. In the 20th century, the idea evolved into automotive applications during the 1960s and 1970s, as researchers sought to model tire-road interactions for vehicle stability and handling. Pioneering work formalized the circle of forces as a representation of combined longitudinal and lateral tire capabilities, notably through the Dugoff tire model, which analyzed traction properties under simultaneous slipping conditions. Hans B. Pacejka contributed significantly during this period at Delft University of Technology, developing early semi-empirical tire models that incorporated friction limits to predict vehicle dynamic response, laying groundwork for more advanced simulations.^[5] Key milestones included SAE technical papers from the 1970s, such as those linking tire shear forces to handling boundaries, which demonstrated how friction constraints dictate vehicle limits during maneuvers.^[6] The model advanced in the 1980s from a simple circle to an ellipse, reflecting asymmetries in longitudinal versus lateral friction coefficients, enabled by emerging digital simulations and refined empirical data.^[7] Pacejka's iterative developments, including extensions to combined slip, facilitated this transition, allowing more accurate predictions of tire behavior under real-world loads. This evolution was comprehensively documented in influential texts on vehicle dynamics. The circle of forces gained widespread adoption in racing engineering during the late 20th century, particularly in Formula 1, where it informed tire optimization strategies to maximize performance within grip limits. Engineers used it to balance acceleration, braking, and cornering, contributing to advancements in chassis setup and suspension design for high-speed circuits.

Mathematical description

The friction circle model

The friction circle model offers a foundational, simplified framework for understanding the interaction between longitudinal and lateral tire forces under the constraints of tire-road friction. Derived from Coulomb's law of dry friction, it posits that the total tangential force at the tire contact patch cannot exceed the product of the friction coefficient and the normal load, assuming friction properties are independent of direction and magnitude up to the limit. This isotropic assumption treats the friction as uniform in all horizontal directions, neglecting influences such as tire camber or alignment, which simplifies the representation to a circular boundary in the force plane. The model is particularly useful for analyzing the limits of adhesion in vehicle dynamics simulations and control systems.^[8] The core mathematical relation is given by

\sqrt{F_x^2 + F_y^2} \leq \mu F_z,

Fx2+Fy2

≤μFz, where $F_x$ denotes the longitudinal tire force (e.g., from braking or acceleration), $F_y$ the lateral force (e.g., from cornering), $\mu$ the effective tire-road friction coefficient, and $F_z$ the vertical load on the tire. Geometrically, this defines a circle centered at the origin in the $F_x$ - $F_y$ plane, with radius $r = \mu F_z$ representing the maximum sustainable friction force. Any vector $(F_x, F_y)$ lying inside or on this circle indicates stable tire operation without gross sliding; exceeding the radius triggers slip, as the friction force aligns with and opposes the relative velocity at the contact patch. This projection stems from the three-dimensional Coulomb friction cone, flattened into two dimensions for planar vehicle motion analysis.^[8] At low slip ratios—typically below 5-10% for longitudinal slip or small slip angles under 5 degrees—the model aligns with a linear approximation, where forces build proportionally to slip via tire cornering or longitudinal stiffness, remaining well within the circle's interior. However, the friction circle primarily delineates the peak limits rather than the transitional force-slip behavior, effectively ignoring detailed tire structural stiffness and deformation effects that govern the initial force rise. This rigid-body friction perspective facilitates quick assessments of force allocation but assumes infinite tire stiffness for instantaneous response to load changes.^[9]

The friction ellipse extension

The friction ellipse extends the basic friction circle model by accounting for directional differences in tire grip, representing the combined longitudinal and lateral force limits as an ellipse rather than a circle. This adjustment captures the anisotropic nature of tire-road interaction, where maximum forces vary between forward-backward (longitudinal) and sideways (lateral) directions due to inherent tire characteristics.^[10] The governing equation for the friction ellipse is:

\left( \frac{F_x}{\mu_x F_z} \right)^2 + \left( \frac{F_y}{\mu_y F_z} \right)^2 \leq 1

where

F_x

is the longitudinal force,

F_y

is the lateral force,

F_z

is the vertical load, and

\mu_x

and

\mu_y

are the direction-specific friction coefficients for longitudinal and lateral directions, respectively. The ellipse's major and minor axes align with these maximum grips, with the semi-axes lengths given by

\mu_x F_z

and

\mu_y F_z

.^[10] This model's derivation builds on the isotropic friction circle by incorporating tire anisotropy arising from rubber compound properties, which exhibit varying shear stiffness, and tread patterns designed to optimize specific force directions. For instance, directional treads often enhance longitudinal traction at the expense of lateral grip, elongating the ellipse along the

F_x

axis. The quadratic form ensures that the vector sum of normalized forces remains bounded by unity, providing a conservative limit for combined maneuvers.^[10] The friction ellipse was developed in the 1980s as part of advanced semi-empirical tire models, notably the Magic Formula introduced by Hans B. Pacejka and collaborators. This approach, detailed in early work on pure and combined slip conditions, better fits experimental data for real tires under simultaneous longitudinal slip and lateral slip angle compared to the circular approximation. Validation studies using measured tire forces from sources like NHTSA test data confirm its improved accuracy in predicting force envelopes for combined slips.^[10] Changes in tire inflation pressure can shift the friction ellipse; for example, under inflation reduces the overall force capacity by impairing the tire's ability to transmit cornering, braking, and acceleration forces due to excessive sidewall flexing and diminished load support.^[11]

Tire force components

Longitudinal forces

Longitudinal forces are generated by tires along the direction of travel due to differences between the vehicle's forward speed and the rotational speed of the wheel, quantified by the longitudinal slip ratio

\kappa = \frac{\omega r - v}{v}

, where

\omega

is the wheel's angular speed,

r

is the tire radius, and

v

is the vehicle's speed.^[12] This slip arises from tire deformation in the contact patch, enabling friction to produce propulsion or retardation independent of lateral effects.^[13] In braking maneuvers,

\kappa

becomes negative when

\omega r < v

, resulting in a longitudinal force that opposes vehicle motion and decelerates the wheel, with the peak force limited to

\mu F_z

, where

\mu

is the tire-road friction coefficient and

F_z

is the vertical load on the tire.^[12] Conversely, during acceleration, positive

\kappa

occurs as drive torque increases

\omega r > v

, generating a forward force to propel the vehicle.^[13] Within the friction circle model, the magnitude of this longitudinal force cannot exceed the circle's radius, representing the total available friction.^[14] The relationship between longitudinal force and slip ratio is nonlinear: force builds from zero at

\kappa = 0

(free rolling), reaches a maximum at approximately 10-20% slip, and then declines toward full sliding at

\kappa = \pm 1

, where lockup (braking) or wheel spin (acceleration) occurs, drastically reducing effectiveness. Anti-lock braking systems (ABS) address this by cyclically modulating brake pressure to keep

\kappa

near the peak value, optimizing stopping distance while maintaining steering control. On dry asphalt surfaces, the friction coefficient

\mu

typically ranges from 0.8 to 1.0, allowing substantial longitudinal forces under normal loads, though actual values depend on tire compound, temperature, and surface texture.^[15]

Lateral forces

Lateral forces in tires act perpendicular to the direction of travel and are primarily generated through steering inputs that induce a slip angle at the tire-road interface. The slip angle

\alpha

is defined as

\alpha = \atan\left(\frac{v_y}{v_x}\right)

, where

v_y

is the lateral velocity component and

v_x

is the forward velocity component at the tire contact patch.^[9] This misalignment causes the tire tread to deform, producing a lateral force that enables cornering. At low slip angles, the lateral force builds up linearly and is proportional to

\alpha

, characterized by the cornering stiffness

C_\alpha

, which typically ranges from 50,000 to 100,000 N/rad for passenger car tires.^[16] The maximum lateral force is generally achieved at slip angles of 5-10 degrees, beyond which the force plateaus or declines as the tire approaches the limit of adhesion.^[17] In steady-state turning, these forces contribute to the centripetal acceleration required, with the turning radius

R

on a banked curve given by

R = \frac{v^2}{g \tan \phi}

, where

v

is the vehicle speed,

g

is gravitational acceleration, and

\phi

is the bank angle; this relation highlights how banking reduces the demand on tire lateral forces.^[18] Camber thrust provides an additional component to the total lateral force, arising from the tire's inclination relative to the vertical, and acts in the direction of the lean to augment cornering capability.^[19] However, this effect diminishes at high slip angles, as the tire's deformation and impending slide reduce the camber's influence on force generation.^[13]

Applications in vehicle dynamics

Combined braking and cornering

In combined braking and cornering maneuvers, the circle of forces dictates that the tire's total available friction must be shared between longitudinal deceleration and lateral turning forces, limiting the maximum achievable grip in each direction. The resultant tire force

F

is given by the vector sum

F = \sqrt{F_x^2 + F_y^2}

F=Fx2+Fy2

, where $F_x$ is the longitudinal braking force and $F_y$ is the lateral cornering force; this combined magnitude cannot exceed the friction limit $\mu N$ , where $\mu$ is the coefficient of friction and $N$ is the normal load.^[4]^[20] As a result, applying braking while cornering reduces the available grip for each component—for instance, achieving 1g braking and 1g cornering simultaneously would require $\sqrt{2} \approx 1.4g$

≈1.4g total grip, exceeding a 1g limit; thus, the maximum for equal components is approximately 0.707g each.^[21] This interaction is often visualized using a g-g diagram, which plots longitudinal acceleration (negative for braking) against lateral acceleration, with the circle or ellipse serving as the limit envelope of possible vehicle states. In such diagrams, points inside the envelope represent stable handling, while those on the boundary indicate maximum effort; exceeding it causes loss of traction, typically manifesting as understeer during braking in turns due to overloaded front tires. Trail braking techniques, where deceleration is gradually released into the corner, aim to keep the vehicle operating near this envelope for optimal lap times.^[4]^[20] Modern systems like anti-lock braking (ABS) combined with electronic stability program (ESP) leverage the circle of forces to enhance control in emergency avoidance scenarios, such as swerving while braking to avoid an obstacle. ESP modulates individual wheel braking to redistribute forces within the friction limits, preventing understeer by reducing overload on the outer front tire and maintaining lateral grip.^[22]^[23] The practical implications of the circle were evident in 1960s skidpad tests, where the model explained why applying braking during turns significantly reduces cornering capability by diverting a significant portion of available traction longitudinally. Popularized during this era through racing analysis, these tests on circular tracks highlighted the trade-offs, influencing early vehicle handling studies and driver training.^[24]^[25]

Acceleration and turning maneuvers

In acceleration and turning maneuvers, the circle of forces limits the simultaneous generation of longitudinal and lateral tire forces, creating inherent trade-offs in traction. On a straight path, tires can dedicate their full friction capacity to longitudinal acceleration, often achieving up to 0.8g for performance vehicles on dry surfaces. However, introducing lateral forces for cornering reduces the available longitudinal component; for example, sustaining 0.7g lateral acceleration can limit maximum forward acceleration to around 0.4g, as the total vector must remain within the circle's boundary. This constraint is modeled in vehicle dynamics simulations using combined force equations that enforce the ellipse or circle limit based on vertical load and friction coefficient.^[1] Representative examples highlight these dynamics in motorsport. Drag racing launches prioritize straight-line propulsion with minimal steering to avoid lateral demands, maximizing longitudinal grip near the circle's peak. In contrast, rally cars frequently operate near the friction ellipse's edge during powered turns, employing torque vectoring to differentially apply torque to wheels, thereby enhancing lateral stability and acceleration without exceeding total force limits—simulations show this can improve maximum lateral acceleration in cornering scenarios at speeds above 100 km/h.^[26] Rear-wheel-drive configurations pose a particular oversteer risk during such maneuvers, as excessive acceleration can overload the rear tires' quadrant of the circle, reducing lateral grip and causing the rear to slide outward if longitudinal demand surpasses available traction. Formula 1 engineering leverages the circle for chassis setup optimization, adjusting camber, toe, and aerodynamic downforce to enlarge the effective friction envelope and balance forces, enabling drivers to extract higher combined accelerations in high-speed corners.^[27]^[28] The power-over threshold defines the point where demanded longitudinal force exceeds the circle's remaining capacity after lateral allocation, triggering wheel spin if the resulting slip ratio pushes beyond the tire's peak force region (typically 10-20% slip). This threshold is critical in limit handling, as it determines the onset of instability during aggressive throttle application in turns.^[1]

Limitations and real-world factors

Influences on friction limits

Several factors influence the size and shape of the friction circle, which represents the maximum combined longitudinal and lateral forces a tire can generate before slipping. Tire-related parameters play a primary role, as variations in pressure, temperature, and wear directly affect the available friction coefficient (μ), thereby scaling the circle's radius. For instance, low tire inflation pressure reduces the lateral peak friction coefficient, due to altered contact patch dynamics and reduced structural stiffness.^[29] Similarly, tire temperature impacts μ, with optimal performance occurring between 80°C and 110°C, where rubber viscoelasticity maximizes adhesion; below this range, grip diminishes due to insufficient hysteresis, while excessive heat leads to softening and reduced shear strength.^[30] Tire wear, particularly reduced tread depth, further compromises the friction limits, as shallower grooves impair water evacuation and mechanical interlocking with the road, with sharp drops in wet grip below 1-2 mm tread depth.^[31] Road surface conditions also significantly alter the friction circle by changing the effective μ. On dry asphalt, μ typically reaches 0.7, allowing a larger force envelope, but wet surfaces reduce this to 0.4-0.6 due to the lubricating effect of water and increased hydroplaning risk, shrinking the circle's radius by 30-40%.^[32] Gravel roads exacerbate this reduction, with μ dropping to 0.35-0.6, as loose aggregate limits shear resistance and increases slip tendencies, further constraining available forces.^[33] Vertical load sensitivity introduces nonlinearity to the friction limits, as modeled in Pacejka's Magic Formula tire model, where μ decreases with higher normal force (F_z) due to factors such as thermal heating and changes in rubber modulus.^[34] This load-dependent behavior causes the friction circle to contract under heavier loads, reflecting reduced efficiency in force generation per unit of vertical load. Wheel alignment parameters, such as toe and camber, influence the ellipse's orientation in the extended friction ellipse model, with misalignments altering force coupling, which can bias longitudinal or lateral capacity.

Advanced modeling approaches

Advanced modeling approaches in tire dynamics extend the friction ellipse framework by incorporating empirical and physics-based simulations to predict force generation under complex, transient conditions. The Pacejka Magic Formula, an empirical tire model, employs sine-based curves to represent steady-state longitudinal forces as a function of slip ratio,

F_x(\kappa)

, and lateral forces as a function of slip angle,

F_y(\alpha)

, particularly for combined slip scenarios where both longitudinal and lateral demands interact nonlinearly. This formulation uses fitted coefficients derived from experimental data to capture peak force, stiffness, and shape characteristics, enabling more precise estimations of tire behavior beyond simplified elliptical constraints.^[35]^[36] Finite element (FE) tire models offer a structural mechanics-based alternative, simulating the tire's deformable components—such as the carcass, tread, and sidewall—to analyze contact patch evolution and dynamic friction variations. These models account for viscoelastic material properties and geometric nonlinearities, predicting how factors like inflation pressure, vertical load, and rolling speed alter the friction coefficient,

\mu

, in real-time interactions with uneven surfaces. By discretizing the tire into thousands of elements, FE approaches provide high-fidelity insights into stress distributions and energy dissipation, which are essential for validating empirical models under off-nominal conditions.^[1]^[37] As of 2025, advancements include improved real-time estimation of the friction circle using sensor fusion and machine learning-based models, as well as enhanced finite element approaches for transient tire-road interactions, supporting more accurate predictions in advanced driver assistance systems (ADAS).^[38]^[39] These advanced techniques are integrated into multibody dynamics software like CarSim, supporting applications in ADAS such as lane-keeping assistance, where accurate tire force predictions ensure stable vehicle control during maneuvers. For instance, in the 2010s, multibody simulations leveraging friction circle principles were employed in real-time stability control algorithms to estimate tire-road friction and optimize torque distribution, enhancing vehicle handling on slippery surfaces.^[40]^[41]

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Circle of forces

Overview

Definition and basic concept

Historical development

Mathematical description

The friction circle model

The friction ellipse extension

Tire force components

Longitudinal forces

Lateral forces

Applications in vehicle dynamics

Combined braking and cornering

Acceleration and turning maneuvers

Limitations and real-world factors

Influences on friction limits

Advanced modeling approaches

References

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