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.

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.

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.

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.

Simultaneous Optimal Distribution of Lateral and Longitudinal Tire Forces for the Model Following Control

2004 ◽  
Vol 126 (4) ◽  
pp. 753-763 ◽  
Author(s):  
Ossama Mokhiamar ◽  
Masato Abe
Keyword(s):  
Lateral Force ◽  
Longitudinal Force ◽  
Equality Constraints ◽  
Steering Wheel ◽  
Slip Angle ◽  
Force Distribution ◽  
Distribution Method ◽  
Tire Force ◽  
Model Following Control ◽  
Tire Forces

This paper presents a proposed optimum tire force distribution method in order to optimize tire usage and find out how the tires should share longitudinal and lateral forces to achieve a target vehicle response under the assumption that all four wheels can be independently steered, driven, and braked. The inputs to the optimization process are the driver’s commands (steering wheel angle, accelerator pedal pressure, and foot brake pressure), while the outputs are lateral and longitudinal forces on all four wheels. Lateral and longitudinal tire forces cannot be chosen arbitrarily, they have to satisfy certain specified equality constraints. The equality constraints are related to the required total longitudinal force, total lateral force, and total yaw moment. The total lateral force and total moment required are introduced using the model responses of side-slip angle and yaw rate while the total longitudinal force is computed according to driver’s command (traction or braking). A computer simulation of a closed-loop driver-vehicle system subjected to evasive lane change with braking is used to prove the significant effects of the proposed optimal tire force distribution method on improving the limit handling performance. The robustness of the vehicle motion with the proposed control against the coefficient of friction variation as well as the effect of steering wheel angle amplitude is discussed.

Relationship Between Tire Tread Physical Properties and Tire Force and Moment Properties

1989 ◽  
Vol 17 (2) ◽  
pp. 109-125 ◽  
Author(s):  
M. G. Pottinger ◽  
A. M. Fairlie
Keyword(s):  
Physical Properties ◽  
Lateral Force ◽  
Hysteresis Effect ◽  
Design Parameters ◽  
Slip Angle ◽  
Tire Force ◽  
Torque Curve ◽  
Driving Range ◽  
Important Design

Abstract Tire lateral force and aligning torque are the most significant determinants of automotive handling. Tread compound physical properties are important design parameters for determination of tire lateral force and aligning torque behavior. This paper extends the published knowledge of the effects of tread compound physical properties on force and moment to cover the entire range of slip angles encountered in driving. Below 10 degrees slip angle lateral force increases with increasing compound stiffness and hysteresis. At and above 10 degrees slip angle there is a change in the general trend. In this range it appears that an optimal compound stiffness exists and that the hysteresis effect reverses. Aligning torque shows two distinctly different behaviors. One, like that governing lateral force in the general driving range, is valid below the peak of the aligning torque curve. The other, valid above the peak of the aligning torque curve, shows decreasing aligning torque with increasing tread stiffness and no hysteresis effect.

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.

Physical Understanding of Transient Generation of Tire Lateral Force and Aligning Torque

2019 ◽  
Vol 47 (4) ◽  
pp. 308-333 ◽  
Author(s):  
Pavel Sarkisov ◽  
Günther Prokop ◽  
Jan Kubenz ◽  
Sergey Popov
Keyword(s):  
Cross Sections ◽  
Physical Simulation ◽  
Optical Measurement ◽  
Structural Parameters ◽  
Lateral Force ◽  
Slip Angle ◽  
Contact Patch ◽  
Physical Description ◽  
Patch Shape ◽  
Tire Force

ABSTRACT Increasing vehicle performance requirements and virtualization of the development process require more understanding of the physical background of tire behavior, especially in transient rolling conditions with combined slip. The focus of this research is the physical description of the transient generation of tire lateral force and aligning torque. Apart from tire force and torque measurements, two further issues were investigated experimentally. Using acceleration measurement on the tire inner liner, it was observed that the contact patch shape of the rolling tire changes nonlinearly with slip angle and becomes asymmetric. Optical measurement outside and inside the tire has clarified that carcass lateral bending features both shear and rotation angle of its cross sections. A physical simulation model was developed that considers the observed effects. The model was qualitatively validated using not only tire force and torque responses but also deformation of the tire carcass. The model-based analysis explained which tire structural parameters are responsible for which criteria of tire performance. Change in the contact patch shape had a low impact on lateral force and aligning torque. Variation of carcass-bending behavior perceptibly influenced aligning torque generation.

INFLUENCE OF TIRE DEBRIS ON TIRE PERFORMANCE

2018 ◽  
Vol 91 (2) ◽  
pp. 339-356
Author(s):  
Michael D. Morris ◽  
Pavel A. Kossyrev
Keyword(s):  
Wear Debris ◽  
Operating Conditions ◽  
Force Coefficient ◽  
The Road ◽  
Debris Particles ◽  
Wet Friction ◽  
Effective Removal ◽  
Debris Removal ◽  
On The Road ◽  
Wet Skid Resistance

ABSTRACT A large number of wear debris particles can be found on the tread surface at any time during normal tire operation. In highly accelerated lab tests, it has been shown that wet friction is decreased by the buildup of debris, and the level of friction can be increased when debris is effectively removed from the interface. In wet traction tests on the road, it has been shown that when tires are cleaned from debris, a higher braking force coefficient in straight-ahead braking on wet asphalt is achieved, compared with the same tires that were not cleaned from debris prior to tests. This was observed for both carbon black– and silica-filled tread compounds. It has also been shown that laboratory wear rate can be increased by effective removal of debris. We propose that the presence of tread-wear debris on the tread surface in dry operating conditions would be beneficial for abrasion resistance and, on the other hand, debris removal from the tread surface in wet operating conditions would be beneficial for wet skid resistance.

Measurement of Uncoupled Lateral Carcass Deflections With a Wireless Piezoelectric Sensor and Estimation of Tire Road Friction Coefficient

2010 ◽  
Author(s):  
Gurkan Erdogan ◽  
Lee Alexander ◽  
Rajesh Rajamani
Keyword(s):  
Friction Coefficient ◽  
Leading Edge ◽  
Piezoelectric Sensor ◽  
Lateral Force ◽  
Slip Angle ◽  
Contact Patch ◽  
Tire Force ◽  
Coefficient Estimation ◽  
Road Friction ◽  
Road Friction Coefficient

A new tire-road friction coefficient estimation approach based on lateral carcass deflection measurements is proposed. The unique design of the developed wireless piezoelectric sensor decouples lateral carcass deformations from radial and tangential carcass deformations. The estimation of the tire-road friction coefficient depends on the estimation of the slip angle and the lateral tire force. The tire slip angle is estimated as the slope of the lateral deflection curve at the leading edge of the contact patch. The lateral tire force is obtained by using a parabolic relationship with the lateral deflections in the contact patch. The estimated slip angle and lateral force are then plugged into a tire brush model to estimate the tire-road friction coefficient. A specially constructed tire test-rig is used to experimentally evaluate the performance of the tire sensor and the developed approach. Experimental results show that the proposed tire-road friction coefficient estimation approach is quite promising.

State Estimation of a Robotic Vehicle With Six In-Wheel Drives Using Kalman Filter

2020 ◽  
Author(s):  
Hussein F. M. Ali ◽  
Se-Woong Oh ◽  
Youngshik Kim
Keyword(s):  
Kalman Filter ◽  
Dynamic Model ◽  
Angular Acceleration ◽  
Estimation Algorithm ◽  
Slip Angle ◽  
Test Environment ◽  
Slip Ratio ◽  
Tire Force ◽  
Robotic Vehicle ◽  
Tire Forces

Abstract This paper describes an estimation algorithm for a robotic vehicle with articulated suspension (RVAS) to estimate the vehicle velocity and acceleration states, and the tire forces. The RVAS is an unmanned ground vehicle based on a skid steering using an independent in-wheel motor at each wheel. The estimation algorithm consists of five parts. In the first part, a wheel state estimator estimates the wheel rotational speed and its angular acceleration using Kalman filter, which is used to estimate the longitudinal tire force distribution in the second part. The third part is to estimate respective longitudinal, lateral, and vertical speeds of the vehicle and wheels. Based on these speeds, the slip ratio and slip angle are estimated in the fourth part. In the fifth part, the vertical tire force is then estimated. For a simulation test environment, the RVAS dynamic model is developed using Matlab and Simulink. The RVAS model consists of five main parts which include in-wheel motor model, wheel dynamic model, Fiala tire model, arm dynamic model, and the sprung mass dynamic model. The estimation algorithm is then validated using the vehicle test data and different test scenarios. It is found from simulation results that the proposed estimation algorithm can estimate the vehicle states, longitudinal tire forces, and vertical tire forces efficiently.

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