Pub Date : 2021-10-01DOI: 10.2346/1945-5852-49.4.336
{"title":"Tire Science and Technology Keyword Index to Volume 49 2021","authors":"","doi":"10.2346/1945-5852-49.4.336","DOIUrl":"https://doi.org/10.2346/1945-5852-49.4.336","url":null,"abstract":"","PeriodicalId":44601,"journal":{"name":"Tire Science and Technology","volume":" ","pages":""},"PeriodicalIF":0.8,"publicationDate":"2021-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46278969","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
A new theoretical tire model for the wear progress of tires with tread block pattern is developed considering a two-dimensional contact patch. In the model, the wear energy is calculated from the shear force and pressure distribution in a two-dimensional contact patch that are changed with not only shear forces in a contact patch but also with the wear and irregular wear of tires. The fore–aft shear force in a contact patch consists of six mechanisms related to slip ratio, camber, contact between a tire and a road, barrel deformation of a loaded block, rolling resistance, and a rolling tire with rounded crown shape, whereas the lateral shear force consists of three mechanisms related to slip angle/camber, contact of a tire with rounded crown shape, and barrel deformation of a loaded block. The heel and toe irregular wear and the progress of irregular wear under pure slip condition qualitatively agree with the conventional knowledge of tire engineers. The expected wear energy is introduced to predict the wear progress under combined slip condition in the wear course. Using the vehicle dynamics to predict the tire force history, a histogram of external forces is obtained by transforming from it. Calculating wear energies by changing slip angle and slip ratio, the relation between external forces and the wear energy is expressed as the response surface. Multiplying the wear energy by the histogram, the expected wear energy distribution in a block is calculated. Assuming that the worn depth is proportional to the expected wear energy, the wear progress is predicted.
{"title":"Theoretical Tire Model for Wear Progress of Tires with Tread Pattern Considering Two-Dimensional Contact Patch","authors":"Y. Nakajima, S. Hidano","doi":"10.2346/tire.21.20010","DOIUrl":"https://doi.org/10.2346/tire.21.20010","url":null,"abstract":"\u0000 A new theoretical tire model for the wear progress of tires with tread block pattern is developed considering a two-dimensional contact patch. In the model, the wear energy is calculated from the shear force and pressure distribution in a two-dimensional contact patch that are changed with not only shear forces in a contact patch but also with the wear and irregular wear of tires. The fore–aft shear force in a contact patch consists of six mechanisms related to slip ratio, camber, contact between a tire and a road, barrel deformation of a loaded block, rolling resistance, and a rolling tire with rounded crown shape, whereas the lateral shear force consists of three mechanisms related to slip angle/camber, contact of a tire with rounded crown shape, and barrel deformation of a loaded block. The heel and toe irregular wear and the progress of irregular wear under pure slip condition qualitatively agree with the conventional knowledge of tire engineers. The expected wear energy is introduced to predict the wear progress under combined slip condition in the wear course. Using the vehicle dynamics to predict the tire force history, a histogram of external forces is obtained by transforming from it. Calculating wear energies by changing slip angle and slip ratio, the relation between external forces and the wear energy is expressed as the response surface. Multiplying the wear energy by the histogram, the expected wear energy distribution in a block is calculated. Assuming that the worn depth is proportional to the expected wear energy, the wear progress is predicted.","PeriodicalId":44601,"journal":{"name":"Tire Science and Technology","volume":" ","pages":""},"PeriodicalIF":0.8,"publicationDate":"2021-09-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46486382","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
In this article, self-excited full-vehicle oscillations (power-hops) are introduced. Initially, results of full-vehicle measurements are shown followed by the presentation of a specially build test rig (longitudinal dynamics test rig). Subsequently, these oscillations are investigated by using simulation-based tools within multibody simulation–related full-vehicle modeling. Tire–road interaction is evaluated in this process either by characteristic curves or by a proprietary quasistatic tire model that returns overall tangential forces by evaluating the state of every discretized element within the footprint area.
{"title":"Self-Excited Full-Vehicle Oscillations Caused by Tire–Road Interaction: Virtual and Real-World Experimental Investigation","authors":"D. Engel","doi":"10.2346/tire.21.20019","DOIUrl":"https://doi.org/10.2346/tire.21.20019","url":null,"abstract":"\u0000 In this article, self-excited full-vehicle oscillations (power-hops) are introduced. Initially, results of full-vehicle measurements are shown followed by the presentation of a specially build test rig (longitudinal dynamics test rig). Subsequently, these oscillations are investigated by using simulation-based tools within multibody simulation–related full-vehicle modeling. Tire–road interaction is evaluated in this process either by characteristic curves or by a proprietary quasistatic tire model that returns overall tangential forces by evaluating the state of every discretized element within the footprint area.","PeriodicalId":44601,"journal":{"name":"Tire Science and Technology","volume":" ","pages":""},"PeriodicalIF":0.8,"publicationDate":"2021-09-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49363339","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The concept “relaxation length” serves as one of several ways to characterize the transient lateral response for a rolling tire. Most test methods developed to identify relaxation length tightly link to Pacejka's single-contact-point linear transient model. Its underlying assumption is that the traveled distance during the transition interval is always a constant regardless of the wheels' linear rolling speed. The current research provides physical data against this strong assumption. The data is acquired through a newly-developed test method named the “ramp-step steer method”. The ramp-step steer method features a nonstop, high rolling speed, and fast-changing slip angle procedure that cannot be fulfilled by the conventional “start-stop-resume” step steer method. Thanks to the high dynamic capability of the equipment in GCAPS Corp., the proposed test method becomes feasible. A novel data postprocessing scheme accompanies the test method as well. The ramp-step steer method is independent of any specific models and replicates the scenario of a rolling tire subjected to a sudden slip angle change from on-vehicle to an indoor environment. The wheel speed effect on the tires' transient lateral response is reflected through a proposed quantity, Ly, which is a more general descriptor and can downscale to relaxation length under specific circumstances. Ly itself does not associate with any model, so the remaining study explains the speed effect through an updated model. The present research aims to provide a better way of characterizing tires' lateral transient behavior and is not an alternative to identify the key parameter “relaxation length” in Pacejka's model. Another contribution of the research is categorizing and separating the hierarchy of various transient tire models.
{"title":"Wheel Speed Effect on Transient Lateral Force and Its Characterization by Ramp-Step Steer Test Method","authors":"Y. Li","doi":"10.2346/tire.21.20026","DOIUrl":"https://doi.org/10.2346/tire.21.20026","url":null,"abstract":"\u0000 The concept “relaxation length” serves as one of several ways to characterize the transient lateral response for a rolling tire. Most test methods developed to identify relaxation length tightly link to Pacejka's single-contact-point linear transient model. Its underlying assumption is that the traveled distance during the transition interval is always a constant regardless of the wheels' linear rolling speed. The current research provides physical data against this strong assumption. The data is acquired through a newly-developed test method named the “ramp-step steer method”.\u0000 The ramp-step steer method features a nonstop, high rolling speed, and fast-changing slip angle procedure that cannot be fulfilled by the conventional “start-stop-resume” step steer method. Thanks to the high dynamic capability of the equipment in GCAPS Corp., the proposed test method becomes feasible. A novel data postprocessing scheme accompanies the test method as well. The ramp-step steer method is independent of any specific models and replicates the scenario of a rolling tire subjected to a sudden slip angle change from on-vehicle to an indoor environment. The wheel speed effect on the tires' transient lateral response is reflected through a proposed quantity, Ly, which is a more general descriptor and can downscale to relaxation length under specific circumstances. Ly itself does not associate with any model, so the remaining study explains the speed effect through an updated model. The present research aims to provide a better way of characterizing tires' lateral transient behavior and is not an alternative to identify the key parameter “relaxation length” in Pacejka's model. Another contribution of the research is categorizing and separating the hierarchy of various transient tire models.","PeriodicalId":44601,"journal":{"name":"Tire Science and Technology","volume":" ","pages":""},"PeriodicalIF":0.8,"publicationDate":"2021-08-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43535952","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The contact patch between tire and road surface has a direct impact on tire grounding performance. Acquiring tire grounding performance either by testing or simulation is not only time intensive but comes at a high cost. This paper proposes an effective means of evaluating tire grounding performance based on the tire-ground contact pressure distribution. This paper adopts fifteen characteristics to describe the tire-ground contact patch in which twelve structural schemes were designed for a certain type of tire. By using the simulation test method, the grounding performance characteristics such as grip performance, rolling resistance, wear performance, and the tire footprint characteristics were obtained. Correlation analysis was used to explore the relationship between tire grounding performance and footprint characteristics. Based on the correlation analysis and expert judgement, the analytic hierarchy process (AHP) model for comprehensive grounding performance evaluation of a tire was constructed. Then judgment matrix of the AHP model was established, and the consistency or otherwise of the judgment matrix was verified. The model was then used to evaluate and predict the four design schemes of tires. The evaluation results were in good agreement with the simulation test results, which shows that the construction method of the tire comprehensive grounding performance evaluation system proposed in this paper is practical. It is also evident that grounding performance evaluation of a tire based on the tire footprint is feasible.
{"title":"Comprehensive Grounding Performance Evaluation of Tires Based on the Analytic Hierarchy Process","authors":"C. Liang, Hao Liu, Daqian Zhu, Guolin Wang","doi":"10.2346/tire.21.21007","DOIUrl":"https://doi.org/10.2346/tire.21.21007","url":null,"abstract":"\u0000 The contact patch between tire and road surface has a direct impact on tire grounding performance. Acquiring tire grounding performance either by testing or simulation is not only time intensive but comes at a high cost. This paper proposes an effective means of evaluating tire grounding performance based on the tire-ground contact pressure distribution. This paper adopts fifteen characteristics to describe the tire-ground contact patch in which twelve structural schemes were designed for a certain type of tire. By using the simulation test method, the grounding performance characteristics such as grip performance, rolling resistance, wear performance, and the tire footprint characteristics were obtained. Correlation analysis was used to explore the relationship between tire grounding performance and footprint characteristics. Based on the correlation analysis and expert judgement, the analytic hierarchy process (AHP) model for comprehensive grounding performance evaluation of a tire was constructed. Then judgment matrix of the AHP model was established, and the consistency or otherwise of the judgment matrix was verified. The model was then used to evaluate and predict the four design schemes of tires. The evaluation results were in good agreement with the simulation test results, which shows that the construction method of the tire comprehensive grounding performance evaluation system proposed in this paper is practical. It is also evident that grounding performance evaluation of a tire based on the tire footprint is feasible.","PeriodicalId":44601,"journal":{"name":"Tire Science and Technology","volume":" ","pages":""},"PeriodicalIF":0.8,"publicationDate":"2021-08-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49379236","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
In order to clarify the contradictory mechanism between tire rolling resistance and grip performance, 10 205/55 R16 radial tires with different tread patterns were selected as the research objects. Based on digital image correlation method, the pressure and deformation distribution in the contact area of test tires were obtained and the relevant grounding parameters were extracted. The partial least square regression (PLSR) method was used to establish the relationship between the identified grounding parameters and tire performance indicators. Using the bootstrap resampling method, the significance test of the PLSR coefficients were carried out, and the grounding characteristic parameters with significant explanatory effect on the performances were selected, identifying the main function area for the two performances. The results show that in order to improve the grip performance of the tire, it is necessary to reduce the transverse tensile strain of the tread in the contact area and increase the longitudinal tensile strain of the tread; but, with the increase of the longitudinal tensile strain, the rolling resistance of the tire will also increase, which leads to the contradiction between tire rolling resistance and grip performance.
{"title":"Research on the Contradiction Mechanism of Tire Rolling Resistance and Grip Performance","authors":"C. Liang, Haowen Li, Guolin Wang, Kangying Yu","doi":"10.2346/tire.21.20028","DOIUrl":"https://doi.org/10.2346/tire.21.20028","url":null,"abstract":"\u0000 In order to clarify the contradictory mechanism between tire rolling resistance and grip performance, 10 205/55 R16 radial tires with different tread patterns were selected as the research objects. Based on digital image correlation method, the pressure and deformation distribution in the contact area of test tires were obtained and the relevant grounding parameters were extracted. The partial least square regression (PLSR) method was used to establish the relationship between the identified grounding parameters and tire performance indicators. Using the bootstrap resampling method, the significance test of the PLSR coefficients were carried out, and the grounding characteristic parameters with significant explanatory effect on the performances were selected, identifying the main function area for the two performances. The results show that in order to improve the grip performance of the tire, it is necessary to reduce the transverse tensile strain of the tread in the contact area and increase the longitudinal tensile strain of the tread; but, with the increase of the longitudinal tensile strain, the rolling resistance of the tire will also increase, which leads to the contradiction between tire rolling resistance and grip performance.","PeriodicalId":44601,"journal":{"name":"Tire Science and Technology","volume":" ","pages":""},"PeriodicalIF":0.8,"publicationDate":"2021-08-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44517882","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The main goal of this work is to investigate if finite element (FE) model techniques with special applications of material properties accurately estimate the parameters of flexible ring tire models. It is known that commercially available ring tire models are used as standard tools for simulating and predicting vehicle ride and durability, e.g., rigid ring MF-Swift [1] and flexible ring Flexible Structure Tire Model (FTire) [2–5]. Despite wide acceptance of these models, difficulty in model parameterization limits their application in the vehicle development process. For estimation of tire dynamic stiffnesses and inertial properties, rolling tire cleat test data are required for most ring models. Although this test method produces reliable models, the parameterization is not time and cost effective as it requires measurement and processing of cleat data at multiple speeds and loads and is prone to test rig dynamic compliance variations. This approach also limits the ability to evaluate tire performances during the virtual stages of tire design. The objective of this work is to develop virtual data using time and cost effective FE-based methods towards the estimation of flexible ring model parameters rather than relying on measured cleat data on physical tires. Commercial product ABAQUS is used for the FE simulations and FTire for tire flexible ring model simulations. Two FE modeling techniques are utilized in this work. Firstly, it is shown that the dynamic stiffness of a rolling tire can be estimated from a steady state eigensolution modal analysis of a static tire using material properties characterized for a rolling tire. Secondly, a method of separation of the sidewall from the tread band is developed for the estimation of mass and bending properties of the tread band. The estimated stiffnesses, inertias, and dimensions from the FE model results are converted into FTire model parameters. Finally, to validate the virtually generated FTire model, simulated dynamic cleat data response trends at multiple inflation pressures and velocities are compared with measurements. The virtual FE based techniques presented in this work can be applied to other ring based models as well.
{"title":"Virtual Generation of Flexible Ring Tire Models Using Finite Element Analysis: Application to Dynamic Cleat Simulations","authors":"Y. Siramdasu, Kejing Li, R. Wheeler","doi":"10.2346/tire.21.20025","DOIUrl":"https://doi.org/10.2346/tire.21.20025","url":null,"abstract":"\u0000 The main goal of this work is to investigate if finite element (FE) model techniques with special applications of material properties accurately estimate the parameters of flexible ring tire models. It is known that commercially available ring tire models are used as standard tools for simulating and predicting vehicle ride and durability, e.g., rigid ring MF-Swift [1] and flexible ring Flexible Structure Tire Model (FTire) [2–5]. Despite wide acceptance of these models, difficulty in model parameterization limits their application in the vehicle development process. For estimation of tire dynamic stiffnesses and inertial properties, rolling tire cleat test data are required for most ring models. Although this test method produces reliable models, the parameterization is not time and cost effective as it requires measurement and processing of cleat data at multiple speeds and loads and is prone to test rig dynamic compliance variations. This approach also limits the ability to evaluate tire performances during the virtual stages of tire design. The objective of this work is to develop virtual data using time and cost effective FE-based methods towards the estimation of flexible ring model parameters rather than relying on measured cleat data on physical tires. Commercial product ABAQUS is used for the FE simulations and FTire for tire flexible ring model simulations. Two FE modeling techniques are utilized in this work. Firstly, it is shown that the dynamic stiffness of a rolling tire can be estimated from a steady state eigensolution modal analysis of a static tire using material properties characterized for a rolling tire. Secondly, a method of separation of the sidewall from the tread band is developed for the estimation of mass and bending properties of the tread band. The estimated stiffnesses, inertias, and dimensions from the FE model results are converted into FTire model parameters. Finally, to validate the virtually generated FTire model, simulated dynamic cleat data response trends at multiple inflation pressures and velocities are compared with measurements. The virtual FE based techniques presented in this work can be applied to other ring based models as well.","PeriodicalId":44601,"journal":{"name":"Tire Science and Technology","volume":" ","pages":""},"PeriodicalIF":0.8,"publicationDate":"2021-08-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44688557","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The forces that enter the mounted tire spindle of laboratory-type tire dynamics test machines include the following items: (1) direct tire-generated forces, tire nonuniformities, and tread pattern vibrations; (2) direct tire-transmitted rough road surface or cleat impact forces; (3) direct machine resonance-amplified versions of items 1 and 2; (4) machine frame backpath-transmitted versions of items 1–3; (5) dynamic loadcell crosstalk; (6) external noise from foundation vibrations; and (7) adjacent load station vibrations traveling through the machine frame. Although items 1 and 2 are sought in spindle vibration measurements, items 3–7 are also included in the mix and confound the measurement, confusing the analyst into thinking that machine properties are tire properties. Not only do items 3–6 not exist in vehicle operation but also comparison of results from one test machine to another can be an exercise in comparing machine to machine, not tire to tire. Tire dynamics measurements should simulate tires in roadway operation, not create a whole new set of problems that do not exist in vehicles. Elimination of item 7 paved the way to developing a tire failure warning system that operates on tire endurance test machines and can be adapted for operation on passenger vehicles to warn the driver of tire trouble. This article develops the theory of stray force measurement, describes a method for eliminating stray forces from experimental tire dynamics data, and provides experimental verification of the effectiveness of these methods.
{"title":"Elimination of Stray Forces from Tire Dynamics Measurements or Beware the Backpath","authors":"G. R. Potts","doi":"10.2346/tire.21.20027","DOIUrl":"https://doi.org/10.2346/tire.21.20027","url":null,"abstract":"\u0000 The forces that enter the mounted tire spindle of laboratory-type tire dynamics test machines include the following items: (1) direct tire-generated forces, tire nonuniformities, and tread pattern vibrations; (2) direct tire-transmitted rough road surface or cleat impact forces; (3) direct machine resonance-amplified versions of items 1 and 2; (4) machine frame backpath-transmitted versions of items 1–3; (5) dynamic loadcell crosstalk; (6) external noise from foundation vibrations; and (7) adjacent load station vibrations traveling through the machine frame. Although items 1 and 2 are sought in spindle vibration measurements, items 3–7 are also included in the mix and confound the measurement, confusing the analyst into thinking that machine properties are tire properties. Not only do items 3–6 not exist in vehicle operation but also comparison of results from one test machine to another can be an exercise in comparing machine to machine, not tire to tire. Tire dynamics measurements should simulate tires in roadway operation, not create a whole new set of problems that do not exist in vehicles. Elimination of item 7 paved the way to developing a tire failure warning system that operates on tire endurance test machines and can be adapted for operation on passenger vehicles to warn the driver of tire trouble. This article develops the theory of stray force measurement, describes a method for eliminating stray forces from experimental tire dynamics data, and provides experimental verification of the effectiveness of these methods.","PeriodicalId":44601,"journal":{"name":"Tire Science and Technology","volume":" ","pages":""},"PeriodicalIF":0.8,"publicationDate":"2021-08-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46882110","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The nonpneumatic tire (NPT), as the name suggests, is a type of tire that does not use air to support the load. Because of their outstanding advantages, such as durability and low rolling resistance, these tires have attracted much interest. The study of NPTs has drawn considerable recent attention, and some research was conducted to investigate their mechanical response. However, these studies did not consider an analysis of an NPT against obstacles. Therefore, in this article, the static and dynamic behaviors of an NPT with honeycomb structures rolling over different obstacles are investigated using numerical simulation. The flexible spokes, which are the most important part of NPTs, are assumed to have a honeycomb structure with the same cell wall thickness and angle. Based on the mesostructures hypothesis, these spokes are considered to be made of polyurethane material. To perform a more precise analysis, various parameters such as nonlinear properties of the material and contact condition are taken into account to establish the finite element model. The results, which can be used as a benchmark and are suitable for design purposes, are presented elaborately.
{"title":"Effect of Different Road Obstacles on the Structural Behavior of a Honeycomb Nonpneumatic Tire","authors":"A. Ashofteh, A. Shahdadi","doi":"10.2346/tire.21.20017","DOIUrl":"https://doi.org/10.2346/tire.21.20017","url":null,"abstract":"\u0000 The nonpneumatic tire (NPT), as the name suggests, is a type of tire that does not use air to support the load. Because of their outstanding advantages, such as durability and low rolling resistance, these tires have attracted much interest. The study of NPTs has drawn considerable recent attention, and some research was conducted to investigate their mechanical response. However, these studies did not consider an analysis of an NPT against obstacles. Therefore, in this article, the static and dynamic behaviors of an NPT with honeycomb structures rolling over different obstacles are investigated using numerical simulation. The flexible spokes, which are the most important part of NPTs, are assumed to have a honeycomb structure with the same cell wall thickness and angle. Based on the mesostructures hypothesis, these spokes are considered to be made of polyurethane material. To perform a more precise analysis, various parameters such as nonlinear properties of the material and contact condition are taken into account to establish the finite element model. The results, which can be used as a benchmark and are suitable for design purposes, are presented elaborately.","PeriodicalId":44601,"journal":{"name":"Tire Science and Technology","volume":" ","pages":""},"PeriodicalIF":0.8,"publicationDate":"2021-07-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49214412","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Vehicle dynamics is largely influenced by the phenomena occurring in the tire-road interface, and a great portion of these phenomena is mainly conditioned by the viscoelastic properties of the tire tread compound. It is not surprising that the possibility of obtaining the viscoelastic response of a compound by means of a nondestructive procedure is a growing research topic that affects application fields ranging from monitoring of the material performance during its entire life cycle to the quantitative analysis of product quality and repeatability of production processes. In this article, a novel nondestructive procedure for the viscoelastic characterization of tire tread compound is proposed. A portable instrument, based on instrumented indentation, was designed and prototyped with the aim to allow a real-time assessment of moduli directly on site. The testing procedure adopted to perform the test on three different compounds was described. A signal-processing procedure was developed for the identification of compound stiffness and damping parameters from which viscoelastic moduli were estimated. The results were also compared with the DMA characterization showing the same relative ranking between the compounds with a different trend in temperature due to the amount of the tests' indentation depth.
{"title":"A Novel Nondestructive Procedure for Tire Tread Viscoelastic Characterization","authors":"A. Genovese, Sebastian Rosario Pastore","doi":"10.2346/tire.21.19002","DOIUrl":"https://doi.org/10.2346/tire.21.19002","url":null,"abstract":"\u0000 Vehicle dynamics is largely influenced by the phenomena occurring in the tire-road interface, and a great portion of these phenomena is mainly conditioned by the viscoelastic properties of the tire tread compound. It is not surprising that the possibility of obtaining the viscoelastic response of a compound by means of a nondestructive procedure is a growing research topic that affects application fields ranging from monitoring of the material performance during its entire life cycle to the quantitative analysis of product quality and repeatability of production processes. In this article, a novel nondestructive procedure for the viscoelastic characterization of tire tread compound is proposed. A portable instrument, based on instrumented indentation, was designed and prototyped with the aim to allow a real-time assessment of moduli directly on site. The testing procedure adopted to perform the test on three different compounds was described. A signal-processing procedure was developed for the identification of compound stiffness and damping parameters from which viscoelastic moduli were estimated. The results were also compared with the DMA characterization showing the same relative ranking between the compounds with a different trend in temperature due to the amount of the tests' indentation depth.","PeriodicalId":44601,"journal":{"name":"Tire Science and Technology","volume":" ","pages":""},"PeriodicalIF":0.8,"publicationDate":"2021-07-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49575207","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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