As tire engineers, the authors are interested in predicting rolling resistance using tools such as numerical simulation and tests. When a car is driven along, its tires are subjected to repeated deformation, leading to energy dissipation as heat. Each point of a loaded tire is deformed as it completes a revolution. Most energy dissipation comes from the cyclic loading of the tire, which causes the rolling resistance in addition to the friction force in the contact patch between the tire and road. Rolling resistance mainly depends on the viscoelastic energy dissipation of the rubber materials used to manufacture the tires. To obtain an accurate amount of dissipated energy, a good understanding of the material mathematical model and its behavior is mandatory. For this reason, a calibration procedure was developed. To obtain a good method for calculating rolling resistance, it is necessary to calibrate all rubber compounds of the tire at different temperatures and strain frequencies. Thus, to validate the calibration procedure, simulations were performed to evaluate the error between the tests and models at material sample and tire levels. For implementation of the calibration procedure in the finite element models of rolling tires, a procedure is briefly described that takes into account the change in properties caused by the temperature during the simulations. Linear viscoelasticity is used to model the properties of the materials and is found to be a suitable approach to tackle energy dissipation due to hysteresis for rolling resistance calculation.
{"title":"Viscoelastic Material Calibration Procedure for Rolling Resistance Calculation","authors":"Gabriel N. Curtosi, Pablo N. Zitelli, J. Kuster","doi":"10.2346/tire.19.170157","DOIUrl":"https://doi.org/10.2346/tire.19.170157","url":null,"abstract":"\u0000 As tire engineers, the authors are interested in predicting rolling resistance using tools such as numerical simulation and tests. When a car is driven along, its tires are subjected to repeated deformation, leading to energy dissipation as heat. Each point of a loaded tire is deformed as it completes a revolution. Most energy dissipation comes from the cyclic loading of the tire, which causes the rolling resistance in addition to the friction force in the contact patch between the tire and road. Rolling resistance mainly depends on the viscoelastic energy dissipation of the rubber materials used to manufacture the tires. To obtain an accurate amount of dissipated energy, a good understanding of the material mathematical model and its behavior is mandatory. For this reason, a calibration procedure was developed. To obtain a good method for calculating rolling resistance, it is necessary to calibrate all rubber compounds of the tire at different temperatures and strain frequencies. Thus, to validate the calibration procedure, simulations were performed to evaluate the error between the tests and models at material sample and tire levels. For implementation of the calibration procedure in the finite element models of rolling tires, a procedure is briefly described that takes into account the change in properties caused by the temperature during the simulations. Linear viscoelasticity is used to model the properties of the materials and is found to be a suitable approach to tackle energy dissipation due to hysteresis for rolling resistance calculation.","PeriodicalId":44601,"journal":{"name":"Tire Science and Technology","volume":" ","pages":""},"PeriodicalIF":0.8,"publicationDate":"2019-09-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46958857","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}
Anton Albinsson, F. Bruzelius, P. Els, B. Jacobson, E. Bakker
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.
{"title":"Tire Lateral Vibration Considerations in Vehicle-Based Tire Testing","authors":"Anton Albinsson, F. Bruzelius, P. Els, B. Jacobson, E. Bakker","doi":"10.2346/TIRE.18.460411","DOIUrl":"https://doi.org/10.2346/TIRE.18.460411","url":null,"abstract":"\u0000 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.\u0000 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.","PeriodicalId":44601,"journal":{"name":"Tire Science and Technology","volume":" ","pages":""},"PeriodicalIF":0.8,"publicationDate":"2019-09-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44217374","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 use of isogeometric analysis (IGA) in industrial applications has increased in the past years. One of the main advantages is the combination of finite element analysis (FEA) with the capability of representing the exact geometry by means of non-uniform rational B-splines (NURBS). This framework has proven to be an efficient alternative to standard FEA in solid mechanics and fluid dynamics, in cases in which sensitivity to geometry is found. The numerical simulation of rolling tires requires a proper discretization for the curved boundaries and complex cross sections, which often leads to the use of higher-order or cylindrical elements. As remeshing operations are numerically costly in tire models, IGA stands as an attractive alternative for the modeling of rolling tires. In this contribution, an arbitrary Lagrangian Eulerian formulation is implemented into IGA to provide the basic tools for the numerical analysis of rolling bodies at steady-state conditions. The solid basis of the formulation allows the employment of standard material models, but tire constructive elements, such as reinforcing layers, require special attention. Streamlines are constructed based on the locations of the integration points, and therefore, linear and nonlinear viscoelastic models can be implemented. Numerical examples highlight the advantage of the new approach of requiring fewer degrees of freedom for an accurate description of the geometry.
{"title":"Isogeometric Analysis for Tire Simulation at Steady-State Rolling","authors":"Mario A. García, M. Kaliske","doi":"10.2346/TIRE.19.170164","DOIUrl":"https://doi.org/10.2346/TIRE.19.170164","url":null,"abstract":"\u0000 The use of isogeometric analysis (IGA) in industrial applications has increased in the past years. One of the main advantages is the combination of finite element analysis (FEA) with the capability of representing the exact geometry by means of non-uniform rational B-splines (NURBS). This framework has proven to be an efficient alternative to standard FEA in solid mechanics and fluid dynamics, in cases in which sensitivity to geometry is found. The numerical simulation of rolling tires requires a proper discretization for the curved boundaries and complex cross sections, which often leads to the use of higher-order or cylindrical elements. As remeshing operations are numerically costly in tire models, IGA stands as an attractive alternative for the modeling of rolling tires.\u0000 In this contribution, an arbitrary Lagrangian Eulerian formulation is implemented into IGA to provide the basic tools for the numerical analysis of rolling bodies at steady-state conditions. The solid basis of the formulation allows the employment of standard material models, but tire constructive elements, such as reinforcing layers, require special attention. Streamlines are constructed based on the locations of the integration points, and therefore, linear and nonlinear viscoelastic models can be implemented. Numerical examples highlight the advantage of the new approach of requiring fewer degrees of freedom for an accurate description of the geometry.","PeriodicalId":44601,"journal":{"name":"Tire Science and Technology","volume":" ","pages":""},"PeriodicalIF":0.8,"publicationDate":"2019-09-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48385166","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}
Meghashyam Panyam, B. Ayalew, T. Rhyne, S. Cron, John W. Adcox
This article presents a novel experimental technique for measuring in-plane deformations and vibration modes of a rotating nonpneumatic tire subjected to obstacle impacts. The tire was mounted on a modified quarter-car test rig, which was built around one of the drums of a 500-horse power chassis dynamometer at Clemson University's International Center for Automotive Research. A series of experiments were conducted using a high-speed camera to capture the event of the rotating tire coming into contact with a cleat attached to the surface of the drum. The resulting video was processed using a two-dimensional digital image correlation algorithm to obtain in-plane radial and tangential deformation fields of the tire. The dynamic mode decomposition algorithm was implemented on the deformation fields to extract the dominant frequencies that were excited in the tire upon contact with the cleat. It was observed that the deformations and the modal frequencies estimated using this method were within a reasonable range of expected values. In general, the results indicate that the method used in this study can be a useful tool in measuring in-plane deformations of rolling tires without the need for additional sensors and wiring.
{"title":"Experimental Measurement of In-Plane Rolling Nonpneumatic Tire Vibrations Using High-Speed Imaging","authors":"Meghashyam Panyam, B. Ayalew, T. Rhyne, S. Cron, John W. Adcox","doi":"10.2346/TIRE.18.470101","DOIUrl":"https://doi.org/10.2346/TIRE.18.470101","url":null,"abstract":"\u0000 This article presents a novel experimental technique for measuring in-plane deformations and vibration modes of a rotating nonpneumatic tire subjected to obstacle impacts. The tire was mounted on a modified quarter-car test rig, which was built around one of the drums of a 500-horse power chassis dynamometer at Clemson University's International Center for Automotive Research. A series of experiments were conducted using a high-speed camera to capture the event of the rotating tire coming into contact with a cleat attached to the surface of the drum. The resulting video was processed using a two-dimensional digital image correlation algorithm to obtain in-plane radial and tangential deformation fields of the tire. The dynamic mode decomposition algorithm was implemented on the deformation fields to extract the dominant frequencies that were excited in the tire upon contact with the cleat. It was observed that the deformations and the modal frequencies estimated using this method were within a reasonable range of expected values. In general, the results indicate that the method used in this study can be a useful tool in measuring in-plane deformations of rolling tires without the need for additional sensors and wiring.","PeriodicalId":44601,"journal":{"name":"Tire Science and Technology","volume":" ","pages":""},"PeriodicalIF":0.8,"publicationDate":"2019-09-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44716267","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}
On the basis of Part I, Part II continues further research on the wear of tire tread rubber. A test scheme composed of various combined conditions that are widely ranged in energy dissipation is developed. The wear rate and temperature increase are described by exponential energetic models. Coupled with the unified friction model, a well-demonstrated wearing simulation of the rubber wheel is proposed. The wear rate for the rolling of axisymmetric structure is derived, and a nonequal wear increment is proposed according to the maximum allowable wear depth of the surface elements, which act as a criterion for calculating the increment size. In order to maintain high quality of the worn mesh, the boundary displacement method is employed to reposition the interior nodes of the finite element model as well as the surface elements. The computed wear rates are roughly in agreement with the test results. As a further illustration, the tread wear simulation of an axisymmetric tire containing only longitudinal grooves is conducted. For the first time, the evolution rules of wear contour of the axisymmetric tire are revealed, and the linear variation of worn mass with the rolling distance is consistent with the experimental results reported in literature.
{"title":"An Integrated Approach for Friction and Wear Simulation of Tire Tread Rubber. Part II: Wear Test, Characterization, and Modeling","authors":"Zhao Li, Ziran Li, Yang Wang","doi":"10.2346/tire.19.170175","DOIUrl":"https://doi.org/10.2346/tire.19.170175","url":null,"abstract":"\u0000 On the basis of Part I, Part II continues further research on the wear of tire tread rubber. A test scheme composed of various combined conditions that are widely ranged in energy dissipation is developed. The wear rate and temperature increase are described by exponential energetic models. Coupled with the unified friction model, a well-demonstrated wearing simulation of the rubber wheel is proposed. The wear rate for the rolling of axisymmetric structure is derived, and a nonequal wear increment is proposed according to the maximum allowable wear depth of the surface elements, which act as a criterion for calculating the increment size. In order to maintain high quality of the worn mesh, the boundary displacement method is employed to reposition the interior nodes of the finite element model as well as the surface elements. The computed wear rates are roughly in agreement with the test results. As a further illustration, the tread wear simulation of an axisymmetric tire containing only longitudinal grooves is conducted. For the first time, the evolution rules of wear contour of the axisymmetric tire are revealed, and the linear variation of worn mass with the rolling distance is consistent with the experimental results reported in literature.","PeriodicalId":44601,"journal":{"name":"Tire Science and Technology","volume":" ","pages":""},"PeriodicalIF":0.8,"publicationDate":"2019-07-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48277105","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}
Modal analysis of tires has been a fundamental part of tire research aimed at capturing the dynamic behavior of a tire. An accurate expression of tire dynamics leads to an improved tire model and a more accurate prediction of tire behavior in real-life operations. Therefore, the main goal of this work is to improve the tire-testing techniques and data range to obtain the best experimental data possible using the current technology. With this goal in mind, we propose novel testing techniques such as piezoelectric excitation, high-frequency bandwidth data, and noncontact vibration measurement. High-frequency data enable us to capture the coupling between the wheel and tire as well as the coupling between airborne and structure-borne noise. Piezoelectric excitation eliminates the dynamic coupling of shakers and the inconsistency of force magnitude and direction of impact hammers as well as added mass effect. Noncontact vibration measurements using three-dimensional (3D) scanning laser Doppler vibrometer (SLDV) are superior to accelerometers because of no mass loading, a high number of measurement points in three dimensions, and high sensitivity. In this work, a modal analysis is carried out for a loaded tire in a static condition. Because of the highly damped nature of tires, multiple input excitation with binary random noise signal is used to increase the signal strength. Mode shapes of the tire are obtained and compared using both accelerometers and SLDV measurements.
{"title":"3D Modal Analysis of a Loaded Tire with Binary Random Noise Excitation","authors":"Ipar Ferhat, R. Sarlo, P. Tarazaga","doi":"10.2346/TIRE.19.170166","DOIUrl":"https://doi.org/10.2346/TIRE.19.170166","url":null,"abstract":"\u0000 Modal analysis of tires has been a fundamental part of tire research aimed at capturing the dynamic behavior of a tire. An accurate expression of tire dynamics leads to an improved tire model and a more accurate prediction of tire behavior in real-life operations. Therefore, the main goal of this work is to improve the tire-testing techniques and data range to obtain the best experimental data possible using the current technology. With this goal in mind, we propose novel testing techniques such as piezoelectric excitation, high-frequency bandwidth data, and noncontact vibration measurement. High-frequency data enable us to capture the coupling between the wheel and tire as well as the coupling between airborne and structure-borne noise. Piezoelectric excitation eliminates the dynamic coupling of shakers and the inconsistency of force magnitude and direction of impact hammers as well as added mass effect. Noncontact vibration measurements using three-dimensional (3D) scanning laser Doppler vibrometer (SLDV) are superior to accelerometers because of no mass loading, a high number of measurement points in three dimensions, and high sensitivity. In this work, a modal analysis is carried out for a loaded tire in a static condition. Because of the highly damped nature of tires, multiple input excitation with binary random noise signal is used to increase the signal strength. Mode shapes of the tire are obtained and compared using both accelerometers and SLDV measurements.","PeriodicalId":44601,"journal":{"name":"Tire Science and Technology","volume":" ","pages":""},"PeriodicalIF":0.8,"publicationDate":"2019-06-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46872355","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}
One consideration when evaluating materials is the length of time over which they can be used, also called useful life. This is a complex question, especially for new green tire tread rubber compounds using silica as the main reinforcing filler that results in lower fuel consumption. The current work presents a critical approach of three methodologies used for predicting the useful life of different tire tread compositions. The methodologies considered were Arrhenius; Williams, Landel, and Ferry (WLF); and crack growth propagation. Different temperatures, strains, and mechanical properties were analyzed to evaluate the differences between the useful life of the new green tire tread and the carbon black reinforced reference one. Results showed different useful life for each evaluated property. Moreover, each tire tread composition presented a different useful life for the same property, while the silica reinforced composition presented a lower useful life when compared with the reference one.
{"title":"Predicting Useful Life of Green Tires through Different Methodologies","authors":"J. Gheller","doi":"10.2346/TIRE.18.460407","DOIUrl":"https://doi.org/10.2346/TIRE.18.460407","url":null,"abstract":"\u0000 One consideration when evaluating materials is the length of time over which they can be used, also called useful life. This is a complex question, especially for new green tire tread rubber compounds using silica as the main reinforcing filler that results in lower fuel consumption. The current work presents a critical approach of three methodologies used for predicting the useful life of different tire tread compositions. The methodologies considered were Arrhenius; Williams, Landel, and Ferry (WLF); and crack growth propagation. Different temperatures, strains, and mechanical properties were analyzed to evaluate the differences between the useful life of the new green tire tread and the carbon black reinforced reference one. Results showed different useful life for each evaluated property. Moreover, each tire tread composition presented a different useful life for the same property, while the silica reinforced composition presented a lower useful life when compared with the reference one.","PeriodicalId":44601,"journal":{"name":"Tire Science and Technology","volume":" ","pages":""},"PeriodicalIF":0.8,"publicationDate":"2019-05-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43129981","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}
Artem Kusachov, F. Bruzelius, M. Hjort, B. Jacobson
Commonly used tire models for vehicle-handling simulations are derived from the assumption of a flat and solid surface. Snow surfaces are nonsolid and may move under the tire. This results in inaccurate tire models and simulation results that are too far from the true phenomena. This article describes a physically motivated tire model that takes the effect of snow shearing into account. The brush tire model approach is used to describe an additional interaction between the packed snow in tire tread pattern voids with the snow road surface. Fewer parameters and low complexity make it suitable for real-time applications. The presented model is compared with test track tire measurements from a large set of different tires. Results suggest higher accuracy compared with conventional tire models. Moreover, the model is also proven to be capable of correctly predicting the self-aligning torque given the force characteristics.
{"title":"A Double Interaction Brush Model for Snow Conditions","authors":"Artem Kusachov, F. Bruzelius, M. Hjort, B. Jacobson","doi":"10.2346/TIRE.18.460404","DOIUrl":"https://doi.org/10.2346/TIRE.18.460404","url":null,"abstract":"\u0000 Commonly used tire models for vehicle-handling simulations are derived from the assumption of a flat and solid surface. Snow surfaces are nonsolid and may move under the tire. This results in inaccurate tire models and simulation results that are too far from the true phenomena.\u0000 This article describes a physically motivated tire model that takes the effect of snow shearing into account. The brush tire model approach is used to describe an additional interaction between the packed snow in tire tread pattern voids with the snow road surface. Fewer parameters and low complexity make it suitable for real-time applications.\u0000 The presented model is compared with test track tire measurements from a large set of different tires. Results suggest higher accuracy compared with conventional tire models. Moreover, the model is also proven to be capable of correctly predicting the self-aligning torque given the force characteristics.","PeriodicalId":44601,"journal":{"name":"Tire Science and Technology","volume":" ","pages":""},"PeriodicalIF":0.8,"publicationDate":"2019-05-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"41974489","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}
Wet roads can have a serious impact on tire traction. There are several ways of detecting wet roads; however, almost all of them come with disadvantages. Using the splash and spray behavior of the tire can offer a solution. To identify key parameters that influence splash and spray, we used high-speed cameras to record tires rolling on an internal drum tire test bench. The key parameters were water film thickness, speed, and profile geometry (tread pattern and tread depth). Our image-processing analysis showed three main effects in the splash and spray behavior that help to characterize the water film thickness: side splash, circumferential spray, and torrent spray. Circumferential spray and torrent spray can be used to estimate low and medium water film thicknesses, but these require information about speed and profile geometry. Side splash announces hydroplaning without the need for additional information.
{"title":"Tire Splash and Spray Directly before and during Hydroplaning","authors":"Bernhard Schmiedel, F. Gauterin","doi":"10.2346/TIRE.18.460406","DOIUrl":"https://doi.org/10.2346/TIRE.18.460406","url":null,"abstract":"\u0000 Wet roads can have a serious impact on tire traction. There are several ways of detecting wet roads; however, almost all of them come with disadvantages. Using the splash and spray behavior of the tire can offer a solution.\u0000 To identify key parameters that influence splash and spray, we used high-speed cameras to record tires rolling on an internal drum tire test bench. The key parameters were water film thickness, speed, and profile geometry (tread pattern and tread depth). Our image-processing analysis showed three main effects in the splash and spray behavior that help to characterize the water film thickness: side splash, circumferential spray, and torrent spray. Circumferential spray and torrent spray can be used to estimate low and medium water film thicknesses, but these require information about speed and profile geometry. Side splash announces hydroplaning without the need for additional information.","PeriodicalId":44601,"journal":{"name":"Tire Science and Technology","volume":" ","pages":""},"PeriodicalIF":0.8,"publicationDate":"2019-05-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44240582","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}
Tire inflation pressure loss is inevitable during tire service time. The inflation pressure loss rate (IPLR) is widely used to estimate the inflation pressure retention performance of a tire. However, an IPLR test is a time-consuming process that lasts 42 days for a passenger car tire and 105 days for a truck/bus tire. To perform a thorough study of the tire pressure loss process, based on Abaqus software, a finite element model was developed with tire geometry inputs as well as tire material inputs of both mechanical and permeability properties of the various rubber compounds. A new method—the ideal material method—is proposed here to describe the transient tire pressure loss. Different from the previous isotropic models, the cord–rubber system is described using orthotropic diffusivities, which were determined through air-pressure-drop tests then applied in the finite element model in this article. Compared with the standard IPLR test, the difference between the tire IPLR test and the simulation result is within 5%.
{"title":"Test and Simulation Analysis of Tire Inflation Pressure Loss","authors":"C. Liang, Xinyu Zhu, Guolin Wang, Changda Li","doi":"10.2346/TIRE.19.180195","DOIUrl":"https://doi.org/10.2346/TIRE.19.180195","url":null,"abstract":"\u0000 Tire inflation pressure loss is inevitable during tire service time. The inflation pressure loss rate (IPLR) is widely used to estimate the inflation pressure retention performance of a tire. However, an IPLR test is a time-consuming process that lasts 42 days for a passenger car tire and 105 days for a truck/bus tire. To perform a thorough study of the tire pressure loss process, based on Abaqus software, a finite element model was developed with tire geometry inputs as well as tire material inputs of both mechanical and permeability properties of the various rubber compounds. A new method—the ideal material method—is proposed here to describe the transient tire pressure loss. Different from the previous isotropic models, the cord–rubber system is described using orthotropic diffusivities, which were determined through air-pressure-drop tests then applied in the finite element model in this article. Compared with the standard IPLR test, the difference between the tire IPLR test and the simulation result is within 5%.","PeriodicalId":44601,"journal":{"name":"Tire Science and Technology","volume":" ","pages":""},"PeriodicalIF":0.8,"publicationDate":"2019-05-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"45187437","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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