Total Tire Energy Loss Comparison by the Whole Tire Hysteresis and the Rolling Resistance Methods

1995 ◽  
Vol 23 (4) ◽  
pp. 256-265 ◽  
Author(s):  
P. S. Pillai
Keyword(s):  
Energy Loss ◽  
Rolling Resistance ◽  
Hysteresis Loss ◽  
Basic Premise ◽  
Resistance Method

Abstract Energy loss per hour in a tire traveling at 80 km/h was obtained for a number of tires of different sizes and makes from the respective whole tire hysteresis loss of each tire. This loss value was then compared to the corresponding rolling loss obtained from the 1.7 m dynamometer rolling resistance method. The two methods agreed, indicating that the basic premise of the rolling resistance hysteresis ratio relation is valid.

Design of Low Rolling Resistance Tire Structure Based on Region Energy Loss

2018 ◽  
Vol 11 (2) ◽  
pp. 135-145
Author(s):  
Guolin Wang ◽  
Xu Wu ◽  
Chen Liang ◽  
Jian Yang
Keyword(s):  
Energy Loss ◽  
Rolling Resistance

Rolling Resistance Revisited

2019 ◽  
Vol 47 (1) ◽  
pp. 77-100
Author(s):  
Yi Li ◽  
Robert L. West
Keyword(s):  
Energy Loss ◽  
Rolling Resistance ◽  
Element Model ◽  
Unit Distance ◽  
Rubber Compounds ◽  
Long Time ◽  
Science Community ◽  
Tire Forces ◽  
Hysteretic Loss ◽  
Definition Of

ABSTRACT Rolling resistance defined as energy loss per unit distance is well accepted by the tire science community. It is commonly believed that the dominant part of energy loss into heat is caused by the viscoelasticity of rubber compounds for a free-rolling tire. To calculate the rolling loss (hysteretic loss) into heat, a method based on tire forces and moments has been developed to ease required measurements in a lab or field. This paper points out that, by this method, the obtained energy loss is not entirely converted into heat because a portion of the consumed power is used to compensate mechanical work. Moreover, that part of power cannot be separated out by tire forces and moments–based experimental methods. The researchers and engineers have mistakenly ignored this point for a long time. The finding was demonstrated by a comparative analysis of a rigid, pure elastic, and viscoelastic rolling body. This research mathematically proved that rolling loss into heat is not resolvable in terms of tire forces and moments with their associated velocities. The finite element model of a free-rolling tire was further exercised to justify the concept. These findings prompt revisiting rolling resistance in a new way from the energy perspective. Moreover, an extended definition of rolling resistance is proposed and backward compatible with its traditional definition as a resistive force.

Rolling Resistance of a Nonpneumatic Tire Having a Porous Elastomer Composite Shear Band

2013 ◽  
Vol 41 (3) ◽  
pp. 154-173 ◽  
Author(s):  
Jaehyung Ju ◽  
Mallikarjun Veeramurthy ◽  
Joshua D. Summers ◽  
Lonny Thompson
Keyword(s):  
Shear Band ◽  
Shear Modulus ◽  
Energy Loss ◽  
Fuel Efficiency ◽  
Rolling Resistance ◽  
Load Carrying Capacity ◽  
Porous Fiber ◽  
Load Carrying ◽  
Continuous Shear ◽  
Composite Shear

ABSTRACT The shear band is the critical component of a nonpneumatic tire (NPT) when determining the rolling resistance resulting from the elastomer's shear friction. In an effort to reduce the rolling resistance of an NPT, a shear band made of a porous, fiber-reinforced elastomer is explored. The porous shear band is designed to have the same effective shear modulus as the shear modulus of a continuous shear band. The originality of the study in this article is in the design of a flexible, porous solid for fuel efficiency of a tire structure by including a low viscoelastic energy loss material—a carbon fiber that partially replaces the volume of high viscoelastic energy loss material—polyurethane. To make the NPT structure remain flexible, porous volumes were included. Finite element (FE)–based numerical experiments with ABAQUS were conducted to quantify the reduced energy loss of an NPT using hyperelastic and viscoelastic material models. Load carrying capacity of the NPT with the designed porous shear band is also discussed.

A Study on Minimum Rolling Resistance

2012 ◽  
Vol 40 (4) ◽  
pp. 220-233
Author(s):  
Timothy B. Rhyne ◽  
Steven M. Cron
Keyword(s):  
Experimental Data ◽  
Energy Loss ◽  
Fuel Consumption ◽  
Functional Relationship ◽  
Rolling Resistance ◽  
Pneumatic Tire ◽  
Radial Tire ◽  
Functional Relationships ◽  
Analytical Expressions ◽  
Current Paradigm

ABSTRACT: Tire rolling resistance has been a topic of study since the invention of the pneumatic tire. There is currently a heightened interest in this topic because of the need to minimize fuel consumption of vehicles and the introduction of regulations regarding both the maximum allowable rolling resistance and consumer labeling for rolling resistance. The question arises as to how low tire rolling resistance can go. Tire energy loss can be written as the product of the material deformations, the volume of material deformed, and the loss property of the material. The last two terms of the energy loss equation will be considered fixed. This article concentrates on the deformation term. The current paradigm of the steel-belted radial tire is assumed. The minimum deformations required for the function of the tire are established, and the assumption is made that all other deformations are parasitic and can in theory be eliminated. Analytical expressions for the dominant necessary deformations are developed, and the functional relationship for minimum rolling resistance is determined. The functioning point required to reach the minimum rolling resistance is established. The functional relationships are compared with experimental data taken by the whole tire hysteresis method.

Tire Energy Loss from Obstacle Impact3

2007 ◽  
Vol 35 (2) ◽  
pp. 141-161 ◽  
Author(s):  
Timothy B. Rhyne ◽  
Steven M. Cron
Keyword(s):  
Energy Loss ◽  
Random Distribution ◽  
Rolling Resistance ◽  
Large Energy ◽  
Translational Energy ◽  
Smooth Surfaces ◽  
Structural Vibrations ◽  
Actual Service ◽  
Service Conditions ◽  
The Impact

Abstract Tires in actual service conditions operate on rough roads with a random distribution of obstacles. Rolling resistance, however, is typically measured on smooth surfaces. This paper considers the nature of tire energy loss when impacting obstacles. It is demonstrated by a simple example that translational energy can be “lost,” even in purely elastic impacts, by trapping energy in structural vibrations that cannot return the energy to translation during the restitution phase of the impact. Tire simulations and experiments demonstrate that this dynamic energy loss can be very large in tires if the impact times are short. Impact times indicating the potential for large energy loss are found to be in the range of normal highway speeds.

Energy Loss of Pneumatic Tires Under Freely Rolling, Braking, and Driving Conditions

1976 ◽  
Vol 4 (1) ◽  
pp. 3-15 ◽  
Author(s):  
D. J. Schuring
Keyword(s):  
Energy Loss ◽  
Inclination Angle ◽  
Rolling Resistance ◽  
Slip Angle ◽  
Resistance Force ◽  
Unit Distance ◽  
Wheel Torque ◽  
Driving Conditions ◽  
Energy Dissipated ◽  
New Formula

Abstract The concept of rolling resistance force is replaced by that of energy dissipated in unit distance traveled. The energy loss per unit distance, which is a function of slip angle, inclination angle, wheel torque, and other variables, is shown to reach a minimum under driving conditions. The new formula is compared with those given by Gough and by the Society of Automotive Engineers.

Rotary Power Loss Machine

1959 ◽  
Vol 32 (3) ◽  
pp. 915-939
Author(s):  
D. Bulgin ◽  
G. D. Hubbard
Keyword(s):  
Energy Loss ◽  
Rolling Resistance ◽  
Polymeric Materials ◽  
Complete Information ◽  
High Energy ◽  
Practical Significance ◽  
Sufficient Information ◽  
Fixed Temperature ◽  
Wide Range ◽  
Materials Used

Abstract Rubberlike polymeric materials, particularly in the technical form when compounded with carbon black, are imperfectly elastic and the associated energy loss is of considerable practical significance. In some applications a high energy loss is of value to provide high damping, but in many cases and particularly in tires, the temperature rise due to the losses may be a limiting operational factor. The losses cause the tire to exhibit rolling resistance which, in the case of solid tires, can be related accurately to the modulus and resilience of the rubber. An analysis of this system has been carried out by Evans, while Tabor has considered the case of rigid cylinders and spheres rolling on flexible rubber surfaces. In the case of pneumatic tires the composite nature of the construction of fabric and rubber and the complex system of strain distribution make the calculation of rolling resistance from polymer properties extremely complicated. In order to approach this problem it is necessary to know the modulus and resilience of the materials used over a very wide range of temperature and a range of amplitude of deformation and of frequency. The required temperature range may be from −60° C to above 200° C, but the frequency range over which appreciable amplitudes are involved does not extend beyond approximately a thousand cycles per second while the amplitude of deformation does not exceed 50 per cent. In order to investigate adequately the many possible combinations of polymers and compounding systems, the values of resilience and modulus are required over the above range of conditions, and various instruments have been described which measure some or all of these properties. The rebound pendulum was one of the earliest instruments and is widely used for the measurement of resilience because of its inherent simplicity of operation and high accuracy, but as normally operated at a fixed temperature does not provide sufficient information for evaluation of materials for use in tires. This type of instrument also is not well suited for determination of modulus owing to its single cycle method of operation. The vibrator type instruments give more complete information but normally demand a high degree of skill in their operation and in the interpretation of results and are more suited to research than routine work.

MATERIALS DEVELOPMENT FOR LOWERING ROLLING RESISTANCE OF TIRES

2016 ◽  
Vol 89 (1) ◽  
pp. 79-116 ◽  
Author(s):  
Ping Zhang ◽  
Michael Morris ◽  
Dhaval Doshi
Keyword(s):  
High Temperatures ◽  
Fuel Economy ◽  
Operating Cost ◽  
Rolling Resistance ◽  
Hysteresis Loss ◽  
Market Demand ◽  
Fuel Cost ◽  
Heavy Duty ◽  
Truck Tires ◽  
Rubber Compounds

ABSTRACT Many countries are implementing regulatory programs to promote the use of transportation technologies that can reduce greenhouse gas emissions and enhance fuel economy of vehicles. These regulatory programs create a need for more durable and fuel-efficient tires. The increased cost of fuel for motor vehicles creates another driving force for improving the fuel economy of vehicles. Commercial vehicle operators recognize that fuel cost is a major driver of the total operating cost; therefore, they increasingly demand tires that are optimized for reducing the fuel cost of a trucking fleet. Rolling resistance of truck tires accounts for about one-third of the power required to move a heavy-duty truck and is the second most important contributor, after engine loss, to the total energy loss of heavy-duty trucks. Other than tire designs, rubber compound hysteresis contributes to the rolling resistance of tires, which affects vehicle fuel economy. There is a significant market demand, due to governmental regulations, concerns for the environment, and cost savings to the consumers, for developing tread compounds or tread compound systems that can reduce tire rolling resistance while maintaining the treadwear and durability of truck tires. This paper reviews materials technologies developed for reducing the hysteresis loss of rubber compounds at high temperatures, hence lowering the rolling resistance of tires. Compounding approaches that can be used to lower the hysteresis loss of rubber compounds and to reduce rolling resistance of tires also are discussed. Developments in elastomers and reinforcing materials, including nanoparticles, are highlighted, with focus on the benefits of those polymers and particles in reducing the hysteresis loss at high temperatures of rubber compounds.

Thermoviscoelastic modeling of a nonpneumatic tire with a lattice spoke

2016 ◽  
Vol 231 (2) ◽  
pp. 241-252 ◽  
Author(s):  
Sairom Yoo ◽  
Md Salah Uddin ◽  
Hyeonu Heo ◽  
Jaehyung Ju ◽  
Seok-Ju Choi
Keyword(s):  
Temperature Distribution ◽  
Energy Loss ◽  
Heat Generation ◽  
Internal Heat ◽  
Rolling Resistance ◽  
Material Model ◽  
Compression Tests ◽  
Efficient Design ◽  
Thermomechanical Model ◽  
Component Level

Nonpneumatic tires made from materials with a low viscoelastic energy loss can be an option for developing tires with a low rolling resistance. For better fuel-efficient design of nonpneumatic tires, the rolling energy loss of the nonpneumatic tires may need to be analyzed at a component level. The objective of this study is to develop a numerical tool that can quantify the rolling energy loss and the corresponding internal heat generation of a nonpneumatic tire. We construct a thermomechanical model that covers the interaction between the deformation and the related heat generation in an elastomer material. We suggest, for various vehicle loads and various rolling speeds, a coupled thermoviscoelastic material model for a nonpneumatic tire with a hexagonal cellular spoke in order to investigate the temperature distribution of the nopneumatic tire generated by hysteresis and convection loss to the air. Using a hyperviscoelastic material model developed from uniaxial (tension and compression) tests and dynamic mechanical analysis, a thermomechanical model is constructed by combining a shear-deformation-induced hysteresis and a cooling procedure when exposed to the air. The model of the temperature rise of the nonpneumatic tire is validated using temperature measurement with a thermal imaging camera during rolling of the nonpneumatic tire. The developed tool combining the viscoelastic material model with the aerodynamic heat loss quantifies well the hysteretic energy loss and the temperature distribution at each component of the nonpneumatic tire.

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