An Implicit to Explicit FEA Solving of Tire F&M with Detailed Tread Blocks

2012 ◽  
Vol 40 (2) ◽  
pp. 83-107 ◽  
Author(s):  
Zhao Li ◽  
Ziran R. Li ◽  
Yuanming M. Xia
Keyword(s):  
Test System ◽  
Mapping Method ◽  
Friction Model ◽  
Experimental Results ◽  
Slip Angle ◽  
Slip Ratio ◽  
The Road ◽  
Numerical Noise ◽  
Nonlinear Stress ◽  
Solving Strategy

ABSTRACT A detailed tire-rolling model (185/75R14), using the implicit to explicit FEA solving strategy, was constructed to provide a reliable, dynamic simulation with several modeling features, including mesh, material modeling, and a solving strategy that could contribute to the consideration of the serious numerical noises. High-quality hexahedral meshes of tread blocks were obtained with a combined mapping method. The actual rubber distributing and nonlinear, stress-strain relationship of the rubber and bilinear elastic reinforcement were modeled for realism. In addition, a tread-rubber friction model obtained from the Laboratory Abrasion and Skid Tester (LAT 100) was applied to simulate the interaction of the tire with the road. The force and moment (F&) behaviors of tire cornering when subjected to a slip-angle sweep of −10 to 10° were studied with that model. To demonstrate the efficiency of the proposed simulation, the computed F&M were compared with experimental results from an MTS Flat-Trac Tire Test System. The computed cornering F&M agreed well with the experimental results, so the footprint shape and contact pressure distribution of several cornering conditions were investigated. Furthermore, the longitudinal forces in response to braking/driving torque application in a slip-ratio range of −100% to 100% were computed. The proposed FEA solution confines the numerical noise within a smaller range and can serve as a valid tool in tire design.

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.

Prediction of Adhesion Friction Coefficient Using Two Different Models for Tire Tread Rubber Compounds

2021 ◽  
Author(s):  
L. H. Espósito ◽  
E. S. Velasco ◽  
A. J. Marzocca
Keyword(s):  
Friction Coefficient ◽  
Contact Layer ◽  
Friction Model ◽  
Experimental Results ◽  
Low Frequencies ◽  
The Road ◽  
Rubber Compounds ◽  
Linear Friction ◽  
Dry Conditions ◽  
Adhesion Friction

ABSTRACT Two proposed methods to determine the adhesion friction coefficient were validated by experimental results of two types of rubber compounds at different sliding velocities under dry conditions. The experimental results were measured from a linear friction tester, while the viscoelastic friction coefficient was estimated using the Persson's contact theory. Adhesive friction (model 1) was derived from the deconvolution of dry friction coefficient in two Gaussian-like curves. Interesting results were obtained using the deconvoluted method in the range of intermediate sliding velocities where preponderant contribution to the adhesion friction is replaced by the viscoelastic friction. Fitting parameter results were in good general agreement with values derived from the literature, confirming the influence of the mechanical properties of the compound and substrate texture on the proposed adhesion frictional method. The second adhesive friction model (model 2) was based on the confinement rheology of rubber chains on the contact with the asperities of the road surface. We demonstrated that acceptable adhesion friction results were achieved from a dynamic viscosity test at low frequencies, confirming the applicability of the proposed rheological model. Moreover, the relationship between the rubber composition and the modified contact layer along with the likely interphase reaction are also discussed.

Normalization of Tire Force and Moment Data

1993 ◽  
Vol 21 (2) ◽  
pp. 91-119 ◽  
Author(s):  
H. S. Radt ◽  
D. A. Glemming
Keyword(s):  
Surface Water ◽  
Lateral Force ◽  
Slip Angle ◽  
Inflation Pressure ◽  
Slip Ratio ◽  
Tire Force ◽  
Camber Angle ◽  
Potential Benefits ◽  
Overturning Moment ◽  
Semi Empirical

Abstract Semi-empirical theories of tire mechanics are employed to determine appropriate means to normalize forces, moments, angles, and slip ratios. Force and moment measurements on a P195/70R 14 tire were normalized to show that data at different loads could then be superimposed, yielding close to one normalized curve. Included are lateral force, self-aligning torque, and overturning moment as a function of slip angle, inclination angle, slip ratio, and combinations. It is shown that, by proper normalization of the data, one need only determine one normalized force function that applies to combinations of slip angle, camber angle, and load or slip angle, slip ratio, and load. Normalized curves are compared for the effects of inflation pressure and surface water thickness. Potential benefits as well as limitations and deficiencies of the approach are presented.

Tire Cornering Simulation Using an Explicit Finite Element Analysis Code

1998 ◽  
Vol 26 (2) ◽  
pp. 109-119 ◽  
Author(s):  
M. Koishi ◽  
K. Kabe ◽  
M. Shiratori
Keyword(s):  
Finite Element Method ◽  
Finite Element Analysis ◽  
Finite Element ◽  
Test System ◽  
Experimental Results ◽  
The Finite Element Method ◽  
Element Analysis ◽  
Explicit Finite Element ◽  
Explicit Finite Element Analysis ◽  
Element Method

Abstract The finite element method has been used widely in tire engineering. Most tire simulations using the finite element method are static analyses, because tires are very complex nonlinear structures. Recently, transient phenomena have been studied with explicit finite element analysis codes. In this paper, the authors demonstrate the feasibility of tire cornering simulation using an explicit finite element code, PAM-SHOCK. First, we propose the cornering simulation using the explicit finite element analysis code. To demonstrate the efficiency of the proposed simulation, computed cornering forces for a 175SR14 tire are compared with experimental results from an MTS Flat-Trac Tire Test System. The computed cornering forces agree well with experimental results. After that, parametric studies are conducted by using the proposed simulation.

Lateral Tire Forces on Wet Roads

1977 ◽  
Vol 5 (2) ◽  
pp. 75-82 ◽  
Author(s):  
A. Schallamach
Keyword(s):  
Normal Load ◽  
The Self ◽  
Experimental Results ◽  
Slip Angle ◽  
Tire Model ◽  
Side Force ◽  
Tire Forces

Abstract Expressions are derived for side force and self-aligning torque of a simple tire model on wet roads with velocity-dependent friction. The results agree qualitatively with experimental results at moderate speeds. In particular, the theory correctly predicts that the self-aligning torque can become negative under easily realizable circumstances. The slip angle at which the torque reverses sign should increase with the normal load.

scholarly journals High-Accuracy Tracking Using Ultrawideband Signals for Enhanced Safety of Cyclists

2017 ◽  
Vol 2017 ◽  
pp. 1-13 ◽  
Author(s):  
Davide Dardari ◽  
Nicoló Decarli ◽  
Anna Guerra ◽  
Ashraf Al-Rimawi ◽  
Víctor Marín Puchades ◽  
...  
Keyword(s):  
Risk Assessment ◽  
Real Time ◽  
High Accuracy ◽  
Experimental Results ◽  
Localization Error ◽  
Localization System ◽  
Dynamic Conditions ◽  
The Road ◽  
Road Users

In this paper, an ultrawideband localization system to improve the cyclists’ safety is presented. The architectural solutions proposed consist of tags placed on bikes, whose positions have to be estimated, and anchors, acting as reference nodes, located at intersections and/or on vehicles. The peculiarities of the localization system in terms of accuracy and cost enable its adoption with enhanced risk assessment units situated on the infrastructure/vehicle, depending on the architecture chosen, as well as real-time warning to the road users. Experimental results reveal that the localization error, in both static and dynamic conditions, is below 50 cm in most of the cases.

scholarly journals Coupling Quasi-Two-Dimensional Friction Model and Discrete Vapor Cavity Model for Simulation of Transient Cavitating Flows in Pipeline Systems

2020 ◽  
Vol 2020 ◽  
pp. 1-12
Author(s):  
Qiang Sun ◽  
Yuebin Wu ◽  
Ying Xu ◽  
Liang Chen ◽  
Tae Uk Jang
Keyword(s):  
Cost Effective ◽  
Friction Model ◽  
Experimental Results ◽  
Complex Nature ◽  
Two Dimensional ◽  
Cavity Model ◽  
Cavitating Flows ◽  
Vapor Cavity ◽  
Proposed Model ◽  
Pipeline Systems

Accurate simulation of cavitating flows in pipeline systems is important for cost-effective surge protection. However, this is still a challenge due to the complex nature of the problem. This paper presents a numerical model that combines the discrete vapor cavity model (DVCM) with the quasi-two-dimensional (quasi-2D) friction model to simulate transient cavitating flows in pipeline systems. The proposed model is solved by the method of characteristics (MOC), and the performance is investigated through a numerical case study formulated based on a laboratory pipeline reported in the literature. The results obtained by the proposed model are compared with those calculated by the classic one-dimensional (1D) friction model with the DVCM and the corresponding experimental results provided by the literature, respectively. The comparison shows that the pressure peak, waveform, and phase of pressure pulsations predicted by the proposed model are closer to the experimental results than those obtained by the classic 1D model. This demonstrates that the proposed model that combines the quasi-2D friction model with the DVCM has provided a solution to more accurately simulate transient cavitating flows in pipeline systems.

scholarly journals Study on the Effect of Laser Quenching on Fretting Fatigue Life

Metals ◽  
2019 ◽  
Vol 9 (5) ◽  
pp. 566 ◽  
Author(s):  
Hongjian Zhang ◽  
Xufeng Yang ◽  
Haitao Cui ◽  
Weidong Wen
Keyword(s):  
Fatigue Life ◽  
Stress Level ◽  
High Stress ◽  
Fretting Fatigue ◽  
Test System ◽  
Experimental Results ◽  
Laser Quenching ◽  
Error Band ◽  
Hydraulic Servo ◽  
High Stress Level

Laser quenching hardening is one of the most used surface treated technologies. In order to study the effect of laser quenching on the fretting fatigue life, fretting fatigue experiments of TC11 (Ti-6.5Al-1.5Zr-3.5Mo-0.3Si) titanium alloy specimens with different surface conditions were carried out on a special hydraulic servo fatigue test system. The experimental results showed that laser quenching hardening has a good performance in increasing the fretting fatigue lives of the TC11 alloy. However, the effects of laser quenching on fretting fatigue are more obviously at low stress level than at high stress level, the fretting fatigue life was increased by 110.78% at low stress level and 17.56% at high stress level, respectively. Based on the critical plane approach, the traditional SWT (Smith–Watson–Topper) parameter was modified and used to describe the fretting fatigue life of the TC11 alloy after hardening by the consideration of the variations of the hardening layer’s elastic modulus. Compared with the experimental results, all the errors of the predicted results lied in the error band of two.

A Laboratory Method to Comprehensively Evaluate Abrasion, Traction and Rolling Resistance of Tire Tread Compounds

2007 ◽  
Vol 80 (4) ◽  
pp. 580-607 ◽  
Author(s):  
M. Heinz ◽  
K. A. Grosch
Keyword(s):  
Friction Coefficient ◽  
Laboratory Test ◽  
Rolling Resistance ◽  
Limited Range ◽  
Slip Angle ◽  
Testing Conditions ◽  
Side Force ◽  
The Road ◽  
Wide Range ◽  
On The Road

Abstract A laboratory test method has been developed which allows the evaluation of diverse properties of tire tread compounds on the same sample. The laboratory test instrument consists of a rotating abrasive disk against which a rubber sample wheel runs under a given load, slip angle and speed. All three force components acting on the wheel during the tests are recorded. By changing the variable values over a wide range practically all severities encountered in tire wear are covered. The well-known fact that compound ratings depend on the road testing conditions is verified. Most compounds are only significantly distinguishable against a control over a limited range of testing conditions. Using a road test simulation computer program based on the laboratory data shows that not only ratings correspond to practical experience but also calculated absolute tire life times do. Tests on surfaces of different coarseness and sharpness indicate that sharp coarse surfaces give the best results with road tests, which of necessity are mostly carried out on public roads of differing constitution. The abrasive surface can be wetted with water at different temperatures and hence either the friction force at a locked wheel or the side force at a slipping wheel can be measured over a wide range of temperatures and speeds. At small slip angles the side force is dominated by dynamic cornering stiffness of the compound, at large slip angles by the friction coefficient. In this case, too, good correlations to road experience exist over a limited range of testing conditions. Low water temperatures and low slip speed settings in the laboratory produce side force ratings, which correlate closely with ABS braking on the road High and higher slip speeds give ratings in close agreement with locked wheel braking on the road. A heatable/coolable disk enables traction measurements on ice and newly abrasion measurements on surfaces at elevated surface temperature. Ice surface temperatures between −5 °C and −25 °C are possible. Friction measurements show that the difference in compound rating between summer and winter compounds is maintained over the whole temperature range. New investigations show not only a differentiation between different winter tire treads qualities but also an excellent correlation between tire and laboratory results. As a new topic side force measurements on dry surfaces highlight the correlation to dry handling of tires. The tire tread compound contributes to this performance through its shear stiffness and its friction coefficient. The shear stiffness contributes to the response of the tire in directional changes. The friction coefficient determines the maximum force, which can be transmitted. A simple operation possibility for evaluation of determined side forces is demonstrated. In addition to antecedent investigations the rolling resistance of the rubber wheel can be measured over a range of loads and speeds with the slip angle set at zero. Again for these new results good correlations are achieved with practical experience. In particular, the dependence of the rolling resistance on the velocity and loads are pointed out. Ultimately a good correlation between tire test and laboratory test results was demonstrated.

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