scholarly journals Vehicle wheel load estimation with fiber optical contact patch elongation measurement

2021 ◽  
Author(s):  
Alex Coiret ◽  
Martin Fontaine ◽  
Julien Cesbron ◽  
Vincent Baltazart ◽  
David Betaille ◽  
...  
Keyword(s):  
Relevant Information ◽  
Contact Length ◽  
Load Estimation ◽  
Heavy Vehicles ◽  
Wheel Load ◽  
Static Test ◽  
Contact Patch ◽  
Vehicle Load ◽  
Continuous Estimation ◽  
Efficient Verification

Load estimation of wheels, especially for heavy vehicles, is of importance for several reasons. First safety imposes to respect loading limits for a given tire, but the variety of road infrastructures or bridges passed by a vehicle are defining constraints of larger scales as structure resistance or pavement durability. Moreover, multiple-wheels load estimation may be an efficient verification mean of the loading uniformity of goods inside a heavy vehicle. All these reasons are justifying the interest for a continuous estimation of load for each wheel. In this context, this work aims at contributing to the development of an intelligent tire solution, able to estimate the loading applied on a wheel from the elongation measurement of the tire-to-road contact patch. As a first step of proof of concept, without regarding durability, this measurement has been done with a tire instrumented with a longitudinal, circumferential optical fiber. Measurement on a static test wheel has shown the relevance of the method to detect slight elongation of the contact patch, surrounded by compression of nearby tire areas. The Distributed Optic Fiber (DOF) measurement, widely used in the structural health monitoring domain (SHM), has been related to the force applied to the wheel, by a near linear relation, on the experienced domain of 70 mm to 110 mm for the contact length and 1.1 to 2.6 kN for the vertically applied force. As a result, demonstration is done that an intelligent tire could provide a relevant information on a given wheel load of a vehicle. The optimization of the experimental setup should lead to a robust system, usable continuously on heavy vehicles, to detect harmful loading displacements or to qualify adequacy between vehicle load and road infrastructure capacity.

scholarly journals Relationships among the contact patch length and width, the tire deflection and the rolling resistance of a free-running wheel in a soil bin facility

2015 ◽  
Vol 13 (2) ◽  
pp. e0211 ◽  
Author(s):  
Parviz Tomaraee ◽  
Aref Mardani ◽  
Arash Mohebbi ◽  
Hamid Taghavifar
Keyword(s):  
Rolling Resistance ◽  
Contact Length ◽  
Analysis Of Covariance ◽  
Image Processing Technique ◽  
Inflation Pressure ◽  
Wheel Load ◽  
Contact Patch ◽  
Patch Width ◽  
Soil Bin ◽  
Patch Length

<p>Qualitative and quantitative analysis of contact patch length-rolling resistance, contact patch width-rolling resistance and tire deflection-rolling resistance at different wheel load and inflation pressure levels is presented. The experiments were planned in a randomized block design and were conducted in the controlled conditions provided by a soil bin environment utilizing a well-equipped single wheel-tester of Urmia University, Iran. The image processing technique was used for determination of the contact patch length and contact patch width. Analysis of covariance was used to evaluate the correlations. The highest values of contact length and width and tire deflection occurred at the highest wheel load and lowest tire inflation pressure. Contact patch width is a polynomial (order 2) function of wheel load while there is a linear relationship between tire contact length and wheel load as well as between tire deflection and wheel load. Correlations were developed for the evaluation of contact patch length-rolling resistance, contact patch width-rolling resistance and tire deflection-rolling resistance. It is concluded that the variables studied have a significant effect on rolling resistance.</p>

scholarly journals Analysis of Tire Contact Parameters Using Visual Processing

2010 ◽  
Vol 2010 ◽  
pp. 1-11 ◽  
Author(s):  
Valentin Ivanov
Keyword(s):  
Visual Processing ◽  
Test Bench ◽  
Normal Load ◽  
Contact Length ◽  
Inflation Pressure ◽  
Patch Area ◽  
Wheel Load ◽  
Contact Patch ◽  
Wheel Rolling ◽  
Contact Parameters

This paper discusses the application of noncontact methods to analyze the tire-surface contact interaction. This approach uses the tire test bench with the set of contact patch monitoring based on image processing procedures. The first part of this paper presents the results of experimental estimation of the contact patch area depending on the normal wheel load and inflation pressure for different car tires. The data were obtained for test bench conditions on the basis of the visual processing of tread footprint. Further, the contact length in the cohesion area during wheel rolling for single points on the tire profile has been chosen as a benchmark criterion. This paper has analyzed the influence of the wheel normal load and tire inflation pressure on the contact length with small rolling velocities. The results of the investigations are given for winter and racing tires with different grades of wear.

A Modular Race Tire Model Concerning Thermal and Transient Behavior using a Simple Contact Patch Description

2013 ◽  
Vol 41 (4) ◽  
pp. 232-246
Author(s):  
Timo Völkl ◽  
Robert Lukesch ◽  
Martin Mühlmeier ◽  
Michael Graf ◽  
Hermann Winner
Keyword(s):  
Load Distribution ◽  
Thermal Condition ◽  
Transient Behavior ◽  
Wheel Load ◽  
Contact Patch ◽  
Fundamental Parameters ◽  
Dry Conditions ◽  
Simple Contact ◽  
Tire Forces ◽  
Descriptive Set

ABSTRACT The potential of a race tire strongly depends on its thermal condition, the load distribution in its contact patch, and the variation of wheel load. The approach described in this paper uses a modular structure consisting of elementary blocks for thermodynamics, transient excitation, and load distribution in the contact patch. The model provides conclusive tire characteristics by adopting the fundamental parameters of a simple mathematical force description. This then allows an isolated parameterization and examination of each block in order to subsequently analyze particular influences on the full model. For the characterization of the load distribution in the contact patch depending on inflation pressure, camber, and the present force state, a mathematical description of measured pressure distribution is used. This affects the tire's grip as well as the heat input to its surface and its casing. In order to determine the thermal condition, one-dimensional partial differential equations at discrete rings over the tire width solve the balance of energy. The resulting surface and rubber temperatures are used to determine the friction coefficient and stiffness of the rubber. The tire's transient behavior is modeled by a state selective filtering, which distinguishes between the dynamics of wheel load and slip. Simulation results for the range of occurring states at dry conditions show a sufficient correlation between the tire model's output and measured tire forces while requiring only a simplified and descriptive set of parameters.

Wheel-Rail Contact Patch Geometry Measurement and Shape Analysis Under Various Loading Conditions

2020 ◽  
Author(s):  
Ahmad Radmehr ◽  
Arash Hosseinian Ahangarnejad ◽  
Yu Pan ◽  
SayedMohammad Hosseini ◽  
Ali Tajaddini ◽  
...  
Keyword(s):  
Pressure Distribution ◽  
Wheel Load ◽  
Contact Patch ◽  
Pressure Sensitive ◽  
Sensitive Film ◽  
Consistent Method ◽  
Geometry Measurement ◽  
Static Conditions ◽  
The Relationship ◽  
Patch Geometry

Abstract This study evaluates the wheel-rail contact patch geometry of the VT-FRA roller rig, designed and commissioned at the Virginia Tech’s Railway Technologies Laboratory (RTL). Contact patch measurements are crucial for better analyzing the underlying factors that affect the wheel-rail interface (WRI) contact mechanics and dynamics. One of the challenges is in determining the size and pressure distribution at the contact patch, under various conditions. Although past studies have attempted to reach a method that can be used to make such measurements, more research is needed in reaching a practical and consistent method. This is particularly true for making the measurements under dynamic conditions. The use of pressure sensitive films was considered as the means for contact patch measurements on the VT-FRA rig, however, the thickness of the film influences the contact patch area and shape. This paper provides the results of the measurements with films with different range of pressure sensitivities. Three types of pressure-sensitive films are used under static conditions. The films are placed in between the wheel and roller in exact positions to enable comparing the test results for various wheel loads. The contact patch measured by the most sensitive film, which reacts to pressures as low as 0.5 MPa, provides the most accurate outline for the contact patch, although it does not provide the highest resolution for the pressure distribution. The other pressure-sensitive films that are used have a higher pressure range, with minimums of 49.0 MPa and 127.6 MPa. The relationship between the size of the contact patch and average contact pressure is evaluated as a function of the wheel load. The results indicate that with increasing wheel load, the size of the contact patch changes minimally, with the average pressure increasing in a nearly linear relationship to the wheel load as expected.

scholarly journals A Strain-Based Intelligent Tire to Detect Contact Patch Features for Complex Maneuvers

Sensors ◽  
2020 ◽  
Vol 20 (6) ◽  
pp. 1750 ◽  
Author(s):  
Mª Fernanda Mendoza-Petit ◽  
Daniel García-Pozuelo ◽  
Vicente Díaz ◽  
Oluremi Olatunbosun
Keyword(s):  
Fuzzy Logic ◽  
Contact Point ◽  
Contact Length ◽  
Fuzzy Logic System ◽  
Simulation Software ◽  
Slip Angle ◽  
Rolling Velocity ◽  
Contact Patch ◽  
Essential Components ◽  
Logic System

Tires are essential components of vehicles and are able to transmit traction and braking forces to the contact patch, contribute to directional stability, and also help to absorb shocks. If these components can provide information related to the tire–road interaction, vehicle safety can be increased. This research is focused on developing the tire as an active sensor capable to provide its functional parameters. Therefore, in this work, we studied strain-based measurements on the contact patch to develop an algorithm to compute the wheel velocity at the contact point, the effective rolling radius and the contact length on dynamic situations. These parameters directly influence the dynamics of wheel behavior which nowadays is not clearly defined. Herein, hypotheses have been assumed based on previous studies to develop the algorithm. The results expose to view an experimental test regarding influence of the tire operational condition (slip angle, vertical load, and rolling velocity) onto the computed parameters. This information is used to feed a fuzzy logic system capable of estimating the effective radius and contact length. Furthermore, a verification process has been carried out using CarSim simulation software to get the inputs for the fuzzy logic system at complex maneuvers.

Repeated load testing of a model plane strain footing

1978 ◽  
Vol 15 (2) ◽  
pp. 190-201 ◽  
Author(s):  
Gerald P. Raymond ◽  
Fadel El Komos
Keyword(s):  
Plane Strain ◽  
Cyclic Load ◽  
Load Test ◽  
Repeated Loading ◽  
Load Testing ◽  
Wheel Load ◽  
Foundation Soil ◽  
Static Tests ◽  
Static Test ◽  
In Series

A study is reported of experiments on model plane strain footings subject to repeated loading. The load was returned to zero at the end of each cycle. This is characteristic of a train wheel load passing over a railroad tie.Four series of tests were conducted. Series A consisted of static tests, which provided a comparison with series B. Series B consists of applying a cyclic load on the footing between zero load and a constant upper value. The upper value was varied from test to test and ranged from 13.5 to 90% of the static failure load. Series C was acyclic test that was a continuation of series B after a considerable deformation had occurred. The berms caused by the cyclic load test of series B were removed and a second cyclic test was conducted on the same foundation soil as the original test. Series D was a static test that was done as a continuation of series B. After removing the berms, as in series C, a static test was conducted in a manner similar to that for series A.The results have been quantified by the use of a hyperbolic fit and show that wider footings should perform better than narrower ones. This has been substantiated by examination of experimental railroad tests conducted by the Association of American Railroads.

Evaluation of the contact area of lorry tyres in Eurocode’s fatigue load model 4 (FLM4)

2021 ◽  
Author(s):  
Sjoerd Hengeveld ◽  
Adri Vervuurt ◽  
Johan Maljaars
Keyword(s):  
Contact Stress ◽  
Contact Area ◽  
Bridge Deck ◽  
Contact Length ◽  
Steel Bridge ◽  
Heavy Vehicles ◽  
Fatigue Load ◽  
Load Effect ◽  
Load Model ◽  
Contact Areas

<p>Fatigue considerations dominate the design of new, innovative steel bridge decks. Weighing bridge deck al- ternatives requires representative values for contact areas and contact stress distributions of the tyres of heavy vehicles. Fatigue load model 4 in the Eurocode EN 1991-2 (FLM4) provides tyre contact areas together with a set of axle loads. The literature survey presented herein shows that the length of the contact area in FLM4 is too large.</p><p>The consequence of using a more realistic – i.e. shorter – tyre contact length together with a non-uniform contact stress distribution that is observed in practice, is that the contact stresses increase. As a result, the load effect and the fatigue life of some bridge deck details reduce, as is shown by the analyses presented in this paper. A method is proposed for determining an updated tyre contact area for the FLM4 Eurocode model, leading to a more realistic fatigue damage analyses.</p>

Measurement of Wheel/Rail Load Environment in Relation to Rolling Contact Fatigue

2011 ◽  
Author(s):  
Scott Cummings ◽  
Richard Reiff ◽  
John Punwani ◽  
Todd Snyder
Keyword(s):  
Rolling Contact Fatigue ◽  
Contact Fatigue ◽  
Visual Assessment ◽  
Relevant Information ◽  
Rolling Contact ◽  
Rolling Stock ◽  
Wheel Load ◽  
Track Condition ◽  
Simulation Results ◽  
The Impact

Wheel shelling is the cause of a large portion of high impact wheels. The impact loads produced by shelled wheels can have a damaging effect on track components and rolling stock components such as roller bearings. Shelling is the result of accumulated rolling contact fatigue (RCF) on the wheel tread surface. To investigate the specific conditions in which RCF occurs, wheel load environment data was collected from a car with three-piece trucks running in revenue service. This data was analyzed in order to assess the predicted wheel RCF through the use of shakedown theory. An inspection team was dispatched to several track sites to record relevant information including a visual assessment of rail RCF, rail transverse profile, rail age, and friction conditions. Track inspections were conducted at locations where RCF was predicted and at nearby locations with similar curvature where RCF was not predicted. Conclusions from this work are the following: • The curve unbalance condition, which is a combination of curvature, track superelevation, and train speed, is an important factor in RCF. • Wheel/rail coefficient of friction in curves can be a factor in RCF. • Rail profile and track condition were not found to be major factors in this analysis. • Observed rail RCF condition correlated reasonably well with predictions when considering extenuating factors such as rail age and curve unbalance conditions. • Confidence was increased in previous simulation results involving three-piece trucks due to good correlation with the results of the current work. The simulation results suggest that the use of AAR approved M-976 trucks should reduce RCF. This work was funded by the Federal Railroad Administration (FRA) and the Wheel Defect Prevention Research Consortium (WDPRC), a group that includes railroads, private car owners, and industry suppliers.

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