Quantitative Measurement of Tire Flatspotting

1967 ◽  
Vol 40 (4) ◽  
pp. 1147-1155 ◽  
Author(s):  
J. L. Brownlee ◽  
Eli Perry
Keyword(s):  
Moisture Content ◽  
Ambient Temperature ◽  
Quantitative Measurement ◽  
Large Reduction ◽  
Processing Conditions ◽  
Tire Cord ◽  
Nylon 66 ◽  
Ambient Temperatures ◽  
The Road ◽  
On The Road

Abstract Equipment was developed to measure the flatspotting of tires quantitatively on an indoor wheel. It provides close control over all of the important variables and has the virtue of simulating driving conditions for all seasons of the year. Good correlations between quantitative values from the indoor wheel and subjective jury tests on the road are obtained when wheel speeds are adjusted to give the same maximum tire temperature as in the road test for a given ambient temperature. The tire cord was of primary importance in controlling the depth of flatspot. Other variables exerted their influence via their effect on cord properties. For nylon 66 cord, flatspot depth was decreased by high ambient temperatures, high tire air pressure, low loads, and moderate run-in conditions. Change in the moisture content of the nylon cord improved or worsened flatspot depending on the ambient temperature of test. Factors such as cord processing conditions, cord twist, tire bias angle, number of plies, building drum width, postinflation conditions, and temperature of cure had minor effects on the flatspot. A nylon 66 copolymer (Monsanto 88N) showed a large reduction in tire flatspotting.

Effects of atmospheric temperature and pressure on the performance of a vehicle

2002 ◽  
Vol 216 (6) ◽  
pp. 473-477 ◽  
Author(s):  
S M C Soares ◽  
J R Sodre
Keyword(s):  
Ambient Temperature ◽  
Sea Level ◽  
Fuel Injection ◽  
Atmospheric Temperature ◽  
Intake Manifold ◽  
Atmospheric Conditions ◽  
Fixed Temperature ◽  
Vehicle Performance ◽  
The Road ◽  
On The Road

This paper describes the influence of the atmospheric conditions on the performance of a vehicle. Tests were carried out on the road, under different conditions of ambient temperature, pressure and humidity, measuring the acceleration time. The tested vehicle featured a gasoline-fuelled four-cylinder engine, with variable intake manifold length and multipoint fuel injection. The vehicle was tested at sea level and at an altitude of 827 m above sea level, with the ambient temperature ranging from 20 to 30°C. The times required for the vehicle to go from 80 to 120 km/h, from 40 to 100 km/h and to reach distances of 400 and 1000 m leaving from an initial speed of 40 km/h at full acceleration were recorded. The results showed the vehicle performance to be more affected by changes in the atmospheric pressure than in the temperature. An average difference of 3 per cent in the time to reach 1000 m, leaving from the speed of 40 km/h at full acceleration, was found between the atmospheric pressures tested, for a fixed temperature.

IN VITRO EVALUATION OF PROCESSING CONDITIONS FOR THERMOAMMONIATION OF CORN STOVER

1979 ◽  
Vol 59 (4) ◽  
pp. 813-816 ◽  
Author(s):  
U. I. OJI ◽  
D. N. MOWAT ◽  
J. E. WINCH
Keyword(s):  
Moisture Content ◽  
Ambient Temperature ◽  
Corn Stover ◽  
Elevated Temperatures ◽  
In Vitro Digestion ◽  
Processing Conditions ◽  
In Vitro Evaluation ◽  
Optimum Processing

Thermoammoniation of corn stover increased rate and extent of in vitro digestion over ammoniation at ambient temperature. Increasing moisture content up to at least 60% improved response to ammoniation. Processing at elevated temperatures did not reduce the amount of NH3 required. Optimum processing conditions appear to be 3 to 4% NH3, 60% H2O and 90 °C for 6 to 12 h.

scholarly journals Effect of the abiotic factor on Schleichera oleosa chlorophyll level

el–Hayah ◽  
2021 ◽  
Vol 8 (2) ◽  
pp. 55-61
Author(s):  
Azizatur Rahmah ◽  
Diah Lailil Rahmawati
Keyword(s):  
Environmental Factors ◽  
Light Intensity ◽  
Ambient Temperature ◽  
Chlorophyll Content ◽  
Green Plant ◽  
Abiotic Factor ◽  
The Road ◽  
Gps Measurement ◽  
Schleichera Oleosa ◽  
On The Road

Chlorophyll in Schleichera oleosa is important to observe because S.oleosa is a tree plant that is often found on the road as a green plant. This role requires sufficient chlorophyll to maximize plant function for photosynthesis. Photosynthesis is supported by environmental factors. There are several environmental factors needed to maximize photosynthesis, namely altitude, humidity, ambient temperature, and light intensity. This study wanted to determine the effect of altitude, air humidity, ambient temperature, light intensity with chlorophyll content in S. oleose in several places. Altitude is measured using GPS. Measurement of air temperature and wind speed were measured using the Altimeter sights ler application version 2.0. Light intensity is measured using a lux meter. Soil moisture and soil pH were measured using a soil tester. Chlorophyll levels were measured using a spectrophotometer with a wavelength of 665 and 649, chlorophyll was calculated using the Wintermans and De Mots formula (1965). The results showed that chlorophyll content increased with increasing altitude. At the highest altitude of 833.6 m asl, the chlorophyll content is 53,770 with an ambient temperature of 270C which decreases at an altitude of 833.6 m asl.

scholarly journals Investigation of Flexible Pavement Failure along Ede – Akoda Road, Osun State, Southwestern Nigeria

2020 ◽  
Vol 4 (1) ◽  
Author(s):  
M.A Tijani ◽  
S.O.A Olawale
Keyword(s):  
Moisture Content ◽  
Flexible Pavement ◽  
Liquid Limit ◽  
Dry Density ◽  
Maximum Dry Density ◽  
Southwestern Nigeria ◽  
The Road ◽  
Reconnaissance Survey ◽  
Cause Of Failure ◽  
On The Road

Ede to Akoda is a trunk B-road built over 30 years ago. It has been in despicable condition leading to fatal accidents and loss of life and properties that impacted negatively on the community. This study investigated the flexible pavement failure along the road in order to ascertain the possible causes of its failure. The methodology adopted covered reconnaissance survey, assessment of the physical condition of the road and soil investigation of subgrade. The result of reconnaissance survey revealed that the surface wearing course has degraded extensively. The physical inspections showed that considerable segment of the drainage facilities has collapsed or totally blocked allowing extensive ponding of rain water on the road surface. The pot holes were deep and widespread in most places and the road is near total collapse. The result of soil investigation revealed that natural moisture content, specific gravity, liquid limit, plastic limit, plastic index, maximum dry density and optimum moisture content were within the specifications of the Federal Ministry of Works and Housing limits (FMWH). However, the California bearing ratio values were less than minimum 10% stated in the specifications, this suggests the nature of subgrade soil as a possible cause of failure of road pavements along Ede-Akoda Road, Nigeria. It is recommended that further research be conducted on other structures of the flexible pavement to better ascertain the causes of the studied road failure.

scholarly journals Study on Compaction Characteristics and Construction Control of Mixtures of Red Clay and Gravel

2018 ◽  
Vol 2018 ◽  
pp. 1-8
Author(s):  
Biao Zeng ◽  
Lin-feng Wang ◽  
Yun Tian ◽  
Tao-rui Zeng ◽  
Bing Li
Keyword(s):  
Moisture Content ◽  
Vibration Frequency ◽  
Dry Density ◽  
Engineering Practice ◽  
Maximum Dry Density ◽  
Red Clay ◽  
The Road ◽  
On The Road ◽  
Vibration Time ◽  
Vibration Parameters

Red clay cannot be used as embankment filler directly due to its water-sensitive property. Gravel is usually added into red clay to enhance its performance in engineering practice. In order to investigate the influence of mixtures of red clay and gravel on the road performance, gravitational compaction experiment of red clay and vibratory compaction experiment of mixtures of red clay and gravel were conducted, respectively. The results indicate that compaction curves of red clay have double peak; the second peak is the real maximum dry density, and its corresponding moisture content is the optimal moisture content. The dry density of mixtures of red clay and gravel is influenced by the content of gravel, vibration frequency, and vibration time. The optimal content of gravel is 30%, the best vibration frequency is 45 Hz, and the optimal vibration time is 5 minutes for the mixtures of red clay and gravel in this study. The effectiveness of optimal content of gravel and optimum vibration parameters was confirmed by a CBR test. According to the compaction experiment results and actual situation in the field, a suitable construction method of subgrade using the mixtures of red clay and gravel was put forward. The feasibility of this method was also confirmed by postconstruction deformation data of the field test embankment.

scholarly journals NH3 and N2O Real World Emissions Measurement from a CNG Heavy Duty Vehicle Using On-Board Measurement Systems

2021 ◽  
Vol 11 (21) ◽  
pp. 10055
Author(s):  
Ricardo Suarez-Bertoa ◽  
Roberto Gioria ◽  
Tommaso Selleri ◽  
Velizara Lilova ◽  
Anastasios Melas ◽  
...  
Keyword(s):  
Real World ◽  
Heavy Duty ◽  
Compressed Natural Gas ◽  
Ambient Temperatures ◽  
The Road ◽  
Heavy Duty Vehicle ◽  
The Usa ◽  
Development And Utilization ◽  
On The Road ◽  
Road Testing

The development and utilization of a series of after-treatment devices in modern vehicles has led to an increase in emissions of NH3 and/or N2O with respect to the past. N2O is a long-lived greenhouse gas and an ozone-depleting substance, while NH3 is a precursor of secondary aerosols in the atmosphere. Certain regions, e.g., the EU and the USA, have introduced limits to the emissions of NH3 or N2O for vehicles tested in the laboratory. However, due to the lack of on-board systems that allow for the measurement of these compounds when the regulations were developed, these vehicles’ real-world emissions have not been regulated. This work evaluates on-board systems that could allow measuring real-world emissions of NH3 and N2O from heavy-duty vehicles. In particular, emissions of NH3 or N2O from a Euro VI Step D urban/interurban bus fueled with Compressed Natural Gas were measured using the HORIBA’s OBS-ONE-XL, which is based on a specifically developed technique called Infrared Laser Absorption Modulation, and uses a Quantum Cascade Laser as a light source. They were also measured using the PEMS-LAB, which is a more conventional FTIR-based system. Emissions were measured under real-world driving conditions on the road and in a climatic test cell at different ambient temperatures. For most of the conditions tested, the on-board systems correlated well with a laboratory-grade FTIR used as reference. In addition, a good correlation with R2 > 0.9 was found for the N2O concentrations measured by OBS-ONE-XL and PEMS-LAB during on-road testing.

scholarly journals Battery High Temperature Sensitive Optimization-Based Calibration of Energy and Thermal Management for a Parallel-through-the-Road Plug-in Hybrid Electric Vehicle

2021 ◽  
Vol 11 (18) ◽  
pp. 8593
Author(s):  
Pier Giuseppe Anselma ◽  
Marco Del Prete ◽  
Giovanni Belingardi
Keyword(s):  
Energy Consumption ◽  
Ambient Temperature ◽  
Thermal Management ◽  
Energy Management ◽  
High Voltage ◽  
Battery Lifetime ◽  
Ambient Temperatures ◽  
The Road ◽  
High Voltage Battery ◽  
Hybrid Electric

Preserving high-voltage battery pack lifetime represents a key issue in hybrid electric vehicles (HEVs). Temperature has remarkably major impacts on battery lifetime and implementing HEV thermal and energy management approaches to enhance fuel economy while preserving battery lifetime at various temperatures still represents an open challenge. This paper introduces an optimization driven methodology to tune the parameters of thermal and energy on-board rule-based control approaches of a parallel through-the-road plug-in HEV. Particle swarm optimization is implemented to this end and the calibration objective involves minimizing HEV operative costs concerning energy consumption and battery degradation over the entire vehicle lifetime for various ambient temperatures, driving conditions, payload conditions, and cabin conditioning system states. Numerical models are implemented that can estimate the evolution over time of the state of charge, state of health, and temperature of HEV high-voltage battery packs. Obtained results suggest that the calibrated thermal and energy management strategy tends to reduce pure electric operation as the ambient temperature progressively increases beyond 30 °C. The consequent longer internal combustion engine operation entails a gradual increase in the overall vehicle energy demand. At a 36 °C ambient temperature, the HEV consumes 2.3 times more energy compared with the 15 °C reference value. Moreover, activating the cabin conditioning system seems beneficial for overall plug-in HEV energy consumption at high ambient temperatures. The presented methodology can contribute to easing and accelerating the development process for energy and thermal management systems of HEVs.

Experiment Study on Formula and Field of the Dust Suppressant for the Open Mine Road

2010 ◽  
Vol 152-153 ◽  
pp. 1847-1855
Author(s):  
Cui Feng Du ◽  
Jian Hua Du ◽  
Hong Shuang Li
Keyword(s):  
Moisture Content ◽  
Field Experiments ◽  
Orthogonal Experiment ◽  
Road Dust ◽  
Dust Sample ◽  
Experiment Study ◽  
The Road ◽  
On The Road ◽  
The Moment ◽  
Optimal Formula

Formula and field experiments of road dust suppressant were conducted. The optimal formula of dust suppressant was developed through orthogonal experiment .The moisture content in dust sample sprayed with the dust suppressant was 13.4% after it was left untouched indoor for 21 days. Field experiment was conducted in a big open mine during spring. On the road sprayed with the dust suppressant , the moment dust raising concentration behind the driving truck on the tenth day was 4.9mg/m3 ，lower than post dust concentration required in the national health standard, this shows that the dust suppressant is effective to control road dust raising for 10 days .

Heat Generation in Pneumatic Tires

1976 ◽  
Vol 49 (3) ◽  
pp. 823-861 ◽  
Author(s):  
P. Kainradl ◽  
G. Kaufmann
Keyword(s):  
Laboratory Test ◽  
Heat Generation ◽  
Viscoelastic Properties ◽  
Standardized Test ◽  
Surface Friction ◽  
Regression Equations ◽  
Tire Cord ◽  
The Road ◽  
On The Road ◽  
Almost All

Abstract A review of the entire literature on heat generation in tires shows that, while a considerable number of articles have reported the effect of running conditions, only the few cited here have provided clarification of the causes of heat generation. The overview presented here also has limitations in some respects, especially in that all the reported regression equations (except those for radial passenger car tires) have a large residual term. This is due to the scattering of the test results and the fact that only the viscoelastic properties of the tread and carcass stocks were varied, but not the tire cord and the other vulcanizates used. Tire cord properties have fixed properties, as far as the tire specialist is concerned and cannot be changed. A further regret is that almost all the investigations were carried out on laboratory test wheels, so that no experimental findings obtained from tires run on the road are included. This is so because road experiment conditions are difficult to make reproducible. On the whole, one can expect that the reported results would be qualitatively valid for tires run on the road, but the differences among different tire designs would probably not be as great, while surface friction effects would be more significant. Moreover, though the tire test parameters were different in the different laboratories, they remained constant in each test. No attempt was made to establish dependence on the load (except by Wesche), the internal pressure, the speed, the radius of the test wheel, etc., because each individual tire specialist is confronted, within his own development team, by certain standardized test conditions. The tires have to reach a sufficiently long running time under these conditions. Hence, they may not exceed certain limiting temperatures. Modifications of such requirements were not included in the scope of the present series of experiments. Almost all the authors took test samples for the measurement of viscoelastic properties from the tires, since correlations with laboratory-prepared test pieces were usually poorer. Nevertheless, in the course of compound development the tire chemist is forced to rely on laboratory test specimens and must establish relations to their properties. Consequently, the causes for the differences have to be elucidated for each individual case. In spite of these limitations, the state of the art, as presented here, permits reliable estimates to be made of the changes in tire running temperature that are caused by given changes in the recipes of the tire component stocks.

scholarly journals Particle Number Emissions of a Euro 6d-Temp Gasoline Vehicle under Extreme Temperatures and Driving Conditions

Catalysts ◽  
2021 ◽  
Vol 11 (5) ◽  
pp. 607
Author(s):  
Barouch Giechaskiel ◽  
Victor Valverde ◽  
Anastasios Kontses ◽  
Anastasios Melas ◽  
Giorgio Martini ◽  
...  
Keyword(s):  
Particle Number ◽  
Direct Injection ◽  
Urban Traffic ◽  
Gasoline Direct Injection ◽  
Ambient Temperatures ◽  
The Road ◽  
Wide Range ◽  
European Regulatory ◽  
Driving Conditions ◽  
On The Road

With the introduction of gasoline particulate filters (GPFs), the particle number (PN) emissions of gasoline direct-injection (GDI) vehicles are below the European regulatory limit of 6 × 1011 p/km under certification conditions. Nevertheless, concerns have been raised regarding emission levels at the boundaries of ambient and driving conditions of the real-driving emissions (RDE) regulation. A Euro 6d-Temp GDI vehicle with a GPF was tested on the road and in the laboratory with cycles simulating congested urban traffic, dynamic driving, and towing a trailer uphill at 85% of maximum payload. The ambient temperatures covered a range from −30 to 50 °C. The solid PN emissions were 10 times lower than the PN limit under most conditions and temperatures. Only dynamic driving that regenerated the filter passively, and for the next cycle resulted in relatively high emissions although they were still below the limit. The results of this study confirmed the effectiveness of GPFs in controlling PN emissions under a wide range of conditions.

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