scholarly journals Pavement State Recognition Method Considering Slope

2021 ◽  
Vol 2113 (1) ◽  
pp. 012080
Author(s):  
Xiuhao Xi ◽  
Jun Xiao ◽  
Qiang Zhang ◽  
Yanchao Wang
Keyword(s):  
Surface Condition ◽  
Lateral Force ◽  
Longitudinal Force ◽  
Operating Conditions ◽  
Road Surface ◽  
Tire Model ◽  
State Recognition ◽  
Adhesion Coefficient ◽  
The Road ◽  
Real Time Tracking

Abstract For the problem of road surface condition recognition, this paper proposes a real-time tracking method to estimate road surface slope and adhesion coefficient. Based on the fusion of dynamics and kinematics, the current road slope of the vehicle which correct vertical load is estimated. The effect of the noise from dynamic and kinematic methods on the estimation results is removed by designing a filter. The normalized longitudinal force and lateral force are calculated by Dugoff tire model, and the Jacobian matrix of the vector function of the process equation is obtained by combining the relevant theory of EKF algorithm. The road adhesion coefficient is estimated finally. The effectiveness of the algorithm is demonstrated by analyzing the results under different operating conditions, such as docking road and bisectional road, using a joint simulation of Matlab/Simulink and Carsim.

Estimation of Road Surface Conditions From Tire Vibration

2010 ◽  
Author(s):  
Yoshihiro Suda ◽  
Kimihiko Nakano ◽  
Hiroyuki Sugiyama ◽  
Ryuzo Hayashi ◽  
Shigeyuki Yamabe
Keyword(s):  
Absolute Nodal Coordinate Formulation ◽  
Surface Condition ◽  
Estimation Algorithm ◽  
Road Surface ◽  
Tire Model ◽  
Transmission Characteristics ◽  
Inertia Effects ◽  
The Road ◽  
Power Spectral ◽  
Road Friction

This paper proposes the estimation algorithm of road conditions from tire vibration. The basic concept of estimation is that the tire vibration is determined by road irregularity and road friction condition. Because of difficulty of direct measurement of tire vibration, it is estimated from body acceleration using known tire model and vehicle properties between tire and body. To estimate the road irregularity, the Independent Component Analysis (ICA) method is used. The elastic deformation of the tire belt is modeled using the finite element absolute nodal coordinate formulation which allows for modeling large rotational motion and the nonlinear inertia effects. With comparison between estimated tire vibration from road irregularity with ICA and tire model and actual tire vibration from road irregularity and road surface condition with known vehicle properties, road surface condition could be estimated. So, tire vibration power spectral density (PSD) calculated by using the transmission characteristics becomes the function of the road surface, the road ruggedness, and the tire characteristic. These are clarified by the PSD ratio, ICA and the tire model, and road surface condition become able to estimate.

scholarly journals Adhesion state estimation based on improved tire brush model

2018 ◽  
Vol 10 (1) ◽  
pp. 168781401774770
Author(s):  
Bei Shaoyi ◽  
Li Bo ◽  
Zhu Yanyan
Keyword(s):  
Lateral Force ◽  
Longitudinal Force ◽  
Lateral Acceleration ◽  
Stable Range ◽  
The Road ◽  
Nonlinear Compensation ◽  
The Stability ◽  
Standard Calculation ◽  
Double Nonlinear ◽  
Brush Model

On the basis of calculating the longitudinal force using the original brush model, we simplify the tire structure and consider the lateral force generated by the lateral elasticity of the tread. At the same time, the boundary conditions between the adhesion area and the slip zone in the contact area of the tire are fully discussed. By establishing an improved tire brush model, the error caused by neglecting the sideslip characteristics is avoided, and the adaptability of the tire model is improved. A double nonlinear compensation method based on the lateral acceleration deviation and the yaw rate deviation is employed to estimate the road adhesion coefficient, which is closer to the actual attachment situation than the standard calculation. Based on this model, the vehicle stability coefficient k is defined and calculated to describe the stability of the vehicle during the driving process. The modeling results show that the value of k is always in the stable range of [0, 1]. Therefore, the vehicle that utilizes the improved tire brush model is always within the controllable range in the driving process, which verifies the effectiveness of the model.

scholarly journals Road Surface Condition Forecasting in France

2009 ◽  
Vol 48 (12) ◽  
pp. 2513-2527 ◽  
Author(s):  
L. Bouilloud ◽  
E. Martin ◽  
F. Habets ◽  
A. Boone ◽  
P. Le Moigne ◽  
...  
Keyword(s):  
Surface Temperature ◽  
Initial Conditions ◽  
Meteorological Data ◽  
Surface Condition ◽  
Road Surface ◽  
Snow Layer ◽  
Surface Conditions ◽  
The Road ◽  
Road Surface Temperature ◽  
On The Road

Abstract A numerical model designed to simulate the evolution of a snow layer on a road surface was forced by meteorological forecasts so as to assess its potential for use within an operational suite for road management in winter. The suite is intended for use throughout France, even in areas where no observations of surface conditions are available. It relies on short-term meteorological forecasts and long-term simulations of surface conditions using spatialized meteorological data to provide the initial conditions. The prediction of road surface conditions (road surface temperature and presence of snow on the road) was tested at an experimental site using data from a comprehensive experimental field campaign. The results were satisfactory, with detection of the majority of snow and negative road surface temperature events. The model was then extended to all of France with an 8-km grid resolution, using forcing data from a real-time meteorological analysis system. Many events with snow on the roads were simulated for the 2004/05 winter. Results for road surface temperature were checked against road station data from several highways, and results for the presence of snow on the road were checked against measurements from the Météo-France weather station network.

A Multi-Point Tire Model for Studying Bridge–Vehicle Coupled Vibration

2016 ◽  
Vol 16 (08) ◽  
pp. 1550047 ◽  
Author(s):  
Lu Deng ◽  
Ran Cao ◽  
Wei Wang ◽  
Xinfeng Yin
Keyword(s):  
Numerical Simulation ◽  
Single Point ◽  
Point Contact ◽  
Road Surface ◽  
Dynamic Responses ◽  
Tire Model ◽  
Point Model ◽  
Disk Model ◽  
The Road ◽  
Dynamic Amplification

The contact between a vehicle tire and the road surface has been usually assumed as a single-point contact in the numerical simulation of vehicle–bridge interacted vibrations. In reality, the tire contacts the road surface through a patch instead of a single point. According to some recent studies, the single-point tire model may overestimate the dynamic amplification of bridge responses due to vehicle loadings. A new tire model, namely, the multi-point tire model, is therefore proposed in this paper with the purpose of improving the accuracy of numerical simulation results over the single-point model, while maintaining a certain level of simplicity for applications. A series of numerical simulations are carried out to compare the effect of the proposed tire model with those of the existing single-point model and disk model on the bridge dynamic responses. The proposed tire model is also verified against the field test results. The results show that the proposed multi-point tire model can predict the bridge dynamic responses with better accuracy than the single-point model, especially under distressed bridge deck conditions, and is computationally more efficient and simpler for application than the disk model.

scholarly journals A Novel Dynamic Data Driven Tire Model

2021 ◽  
Author(s):  
Junning Zhang ◽  
Shaopu YANG ◽  
Yongjie LU
Keyword(s):  
Experimental Data ◽  
Knowledge Base ◽  
Vehicle Dynamics ◽  
Mechanical Characteristics ◽  
Slip Rate ◽  
Lateral Force ◽  
Longitudinal Force ◽  
Dynamics Simulation ◽  
Slip Angle ◽  
Tire Model

Abstract In the study of vehicle dynamics, the accurate description of tire mechanical characteristics is the basis and key of vehicle dynamics simulation. An innovative tire model is proposed based on fuzzy algorithm and a sinusoidal membership function is used to design fuzzy rules. In order to ensure the accuracy of tire behavior calculation, this model is driven by a small amount of experimental data of tire mechanical characteristics. This tire model consists of four layers of fuzzy systems, each of which has a knowledge base. The data in knowledge base I is obtained by experiments, and the data of knowledge base II is computed by the upper system, and so is the later system. Then, the input signal, the change rate of side slip angle and slip rate, is considered to improve the calculation accuracy of the model. The proposed fuzzy tire model can accurately predict the longitudinal force, lateral force and self-aligning torque of the tire under unknown conditions. Finally, by comparing the fuzzy tire model with the experimental data, it is found that the maximum RRMSE (Relative Root Mean Square Error) value is not more than 0.14. It is proved that the model can accurately describe the tire
mechanical characteristics under combined conditions.

Validation of a High-Fidelity Finite Element Tire Model on Pavement

2020 ◽  
Author(s):  
Tamer Wasfy ◽  
Hatem Wasfy ◽  
Paramsothy Jayakumar ◽  
Srinivas Sanikommu
Keyword(s):  
Finite Element ◽  
Normal Load ◽  
Rolling Resistance ◽  
Lateral Force ◽  
Longitudinal Force ◽  
Friction Model ◽  
Rubber Matrix ◽  
Slip Angle ◽  
High Fidelity ◽  
Tire Model

Abstract The objective of this study is to validate a high-fidelity finite element tire model on hard pavement. In this model, the tire rubber matrix is modeled using locking-free brick elements with embedded thin beam elements along the tire’s circumference, meridian, and diagonals for modeling the tire’s reinforcements (belt, ply and bead). The internal air pressure is applied as a distributed force on the inner surface of the brick elements. Frictional contact between the outer surface of the brick elements and the pavement is modeled using the penalty method along with an asperity based Coulomb friction model. In order to validate the tire model, a medium duty truck tire is modeled and the following response quantities are compared to experimental results: (1) normal load versus deflection at different tire pressures; (2) rolling resistance versus speed; (3) longitudinal force versus slip; (4) lateral force versus slip angle for different normal loads; and (5) self-aligning torque versus slip angle for different normal loads.

Tire Lateral Vibration Considerations in Vehicle-Based Tire Testing

2019 ◽  
Vol 47 (3) ◽  
pp. 211-231
Author(s):  
Anton Albinsson ◽  
Fredrik Bruzelius ◽  
P. Schalk Els ◽  
Bengt Jacobson ◽  
Egbert Bakker
Keyword(s):  
Lateral Force ◽  
Testing Procedure ◽  
Operating Conditions ◽  
Tire Model ◽  
Root Cause ◽  
Tire Force ◽  
Model Parameterization ◽  
Tire Testing ◽  
Suspension Model ◽  
Tire Models

ABSTRACT Vehicle-based tire testing can potentially make it easier to reparametrize tire models for different road surfaces. A passenger car equipped with external sensors was used to measure all input and output signals of the standard tire interface during a ramp steer maneuver at constant velocity. In these measurements, large lateral force vibrations are observed for slip angles above the lateral peak force with clear peaks in the frequency spectrum of the signal at 50 Hz and at multiples of this frequency. These vibrations can lower the average lateral force generated by the tires, and it is therefore important to understand which external factors influence these vibrations. Hence, when using tire models that do not capture these effects, the operating conditions during the testing are important for the accuracy of the tire model in a given maneuver. An Ftire model parameterization of tires used in vehicle-based tire testing is used to investigate these vibrations. A simple suspension model is used together with the tire model to conceptually model the effects of the suspension on the vibrations. The sensitivity of these vibrations to different operating conditions is also investigated together with the influence of the testing procedure and testing equipment (i.e., vehicle and sensors) on the lateral tire force vibrations. Note that the study does not attempt to explain the root cause of these vibrations. The simulation results show that these vibrations can lower the average lateral force generated by the tire for the same operating conditions. The results imply that it is important to consider the lateral tire force vibrations when parameterizing tire models, which does not model these vibrations. Furthermore, the vehicle suspension and operating conditions will change the amplitude of these vibrations and must therefore also be considered in maneuvers in which these vibrations occur.

Toward Using Tire-Road Contact Stresses in Pavement Design and Analysis

2012 ◽  
Vol 40 (4) ◽  
pp. 246-271 ◽  
Author(s):  
Morris De Beer ◽  
James W. Maina ◽  
Yvette van Rensburg ◽  
Jan M. Greben
Keyword(s):  
Contact Stress ◽  
Contact Stresses ◽  
Road Surface ◽  
Pavement Design ◽  
Tire Model ◽  
Contact Patch ◽  
Circular Shape ◽  
The Road ◽  
Road Pavement ◽  
Vertical Contact

ABSTRACT: Optimization of road pavement design, especially close to the surface of the pavement, requires a more rational approach, which will inevitably include modeling of truck tire-road contact stresses. Various road-surfacing failures have been recorded as evidence that the traditional road pavement engineering tire model idealized by a single uniformly distributed vertical contact stress of circular shape may be inadequate to properly explain and assist in the design against road surface failures. This article therefore discusses the direct measurement of three-dimensional (3D) tire pavement contact stresses using a flatbed sensor system referred to as the “Stress-In-Motion” (SIM) system. The SIM system (or device) consists of multiple conically shaped steel pins, as well as an array of instrumented sensors based on strain gauge technology. The test surface is textured with skid resistance approaching that of a dry asphalt layer. Full-scale truck tires have been tested since the mid-1990s, and results show that 3D tire contact stresses are nonuniform and that the footprint is often not of circular shape. It was found that especially the vertical shape of contact stress distribution changes, mainly as a function of tire loading and associated tire inflation pressures. In overloaded/underinflated cases, vertical contact stresses are the highest toward the edges of the tire contact patch. Higher inflation pressures at lower loads, on the other hand, result in maximum vertical stresses toward the center portion of the tire contact patch. These differences in shape and magnitude need to be incorporated into modern mechanistic-empirical road pavement design tools. Four different idealized tire models were used to represent a single tire type to demonstrate effects of tire modeling on the road pavement response of a typical South African pavement structure incorporating a relatively thin asphalt surfacing. Only applied vertical stress was used for the analyses. It was found that the fatigue life of the road surface layer can be reduced by as much as 94% and strain energy of distortion be increased by a factor of 2.8, depending on the characteristics of the tire model input selected for road pavement design and analysis.

Investigation and Comparison of Tires Perfomance on Ice

2017 ◽  
Author(s):  
Andrius Ružinskas ◽  
Henrikas Sivilevicius
Keyword(s):  
Lateral Force ◽  
Operating Conditions ◽  
Slip Angle ◽  
Transmission Measurement ◽  
Force Transmission ◽  
Force Coefficient ◽  
Slip Ratio ◽  
The Road ◽  
Tire Force ◽  
Main Component

The risk of accident increases significantly when tire rolls on ice comparing to the dry surface. The vehicle tire becomes the main component of force transmission to the road and necessity of investigating the tire behavior becomes of high importance. This paper presents results of tire force transmission measurement with two different winter tires at the same operating conditions. Longitudinal and lateral force coefficient characteristics as the functions of slip ratio and slip angle are presented and discussed. The results showed a different lateral and longitudinal performance because of different tread pattern and rubber compound.

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