Estimation of Tire Temperature Distribution and Rolling Resistance under Running Conditions Including Environmental Factors

Yokota, Kazutaka; Higuchi, Eisei; Kitagawa, Masashi

doi:10.4271/2012-01-0796

Cited by 14 publications

(22 citation statements)

References 2 publications

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“…Another important parameter that affects the PEH performance is the air temperature inside the tire. By an increase in the ambient temperature from 15°C to 35°C, the inflated air temperature may rise from 33°C to 50°C during driving the vehicle . Equations , and are applied to the PZT‐5H and steel material properties of the model, and a parametric study is conducted to determine the dependency of the accumulated harvested energy to this temperature.…”

Section: Resultsmentioning

confidence: 99%

“…The PEH is connected to the inner surface of the tire; thus, its temperature is estimated by the air temperature inside the tire. Yokota et al tested the inflated air temperature of a tire traveling at 80 km/h at different ambient temperatures. They reported that the tire inflated air temperature rises from 33°C to 50°C when the ambient temperature rises from 15°C to 35°C.…”

Section: Modelingmentioning

confidence: 99%

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Design, modeling, and analysis of a high performance piezoelectric energy harvester for intelligent tires

et al. 2019

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Summary Basic parameters affecting vehicle safety and performance such as pressure, temperature, friction coefficient, and contact‐patch dimensions are measured in intelligent tires via sensors that require electric power for operation and wireless communication to be synchronized to the vehicle monitoring and control system. Piezoelectric energy harvesters (PEHs) can extract a fraction of energy that is wasted as a result of deflection during rolling of tires, and this extracted energy can be used to power up sensors embedded in intelligent tires. A new design of PEH inspired from Cymbal PEHs is introduced, and its performance is evaluated in this paper. Cymbal PEHs are proven to be useful in vibration energy harvesting, and in this paper, for the first time, the modified shape of Cymbal energy harvester is used as strain‐based energy harvester for the tire application. The shape of the harvester is adjusted in a way that it can be safely embedded on the inner surface of tires. In addition to the high performance, ease of manufacturing is another advantage of this new design. A multiphysics model is developed and validated to determine the output voltage, power, and energy of the designed PEH. The modeling results indicated that the maximum output voltage, the maximum electric power, and the accumulated harvested energy are about 3.5 V, 2.8 mW, and 24 mJ/rev, respectively, which are sufficient to power two sensors. In addition, the possibility is shown to supply power to five sensors by increase in piezoelectric material thickness. The effect of rolling tire temperature on the performance of the proposed PEH is also studied.

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Section: Resultsmentioning

confidence: 99%

Section: Modelingmentioning

confidence: 99%

Design, modeling, and analysis of a high performance piezoelectric energy harvester for intelligent tires

et al. 2019

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“…The convection coefficient is situated at the bottom end of the allowed value range. This can be attributed to the fact that the boundaries found in [5] refer to a passenger car tyre where the turbulent boundary air layer is more pronounced compared to a slick tyre, therefore this coefficient is estimated to be higher at those type of tyres. With respect to the vague information regarding the conduction coefficient between road and tyre the solved values seem reasonable.…”

Section: Parameterisation Processmentioning

confidence: 95%

“…The testing procedure was carried out on a flat track test bench and consists of transient manoeuvres with changes in slip angle, slip ratio, contact force and inclination angle. By measuring the geometric properties of the tyre and combining this information with heat transfer coefficients found in literature, [5], the internal heat flux was described. Because of the wide range of values for convection coefficients found in literature, e.g.…”

Section: Parameterisation Processmentioning

confidence: 99%

“…Because of the wide range of values for convection coefficients found in literature, e.g. [5], these parameters are optimised within a physically justifiable range. The same was done for the conduction coefficient in the adhesive part of the contact patch, with the difference that no explicit upper limit for this kind of material combination could be determined in literature.…”

Section: Parameterisation Processmentioning

confidence: 99%

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Experimental Validation of Various Temperature Modells for Semi-Physical Tyre Model Approaches

Hackl

Scherndl

Hirschberg

et al. 2017

IOP Conf. Ser.: Mater. Sci. Eng.

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Abstract. With increasing level of complexity and automation in the area of automotive engineering, the simulation of safety relevant Advanced Driver Assistance Systems (ADAS) leads to increasing accuracy demands in the description of tyre contact forces. In recent years, with improvement in tyre simulation, the needs for coping with tyre temperatures and the resulting changes in tyre characteristics are rising significantly. Therefore, experimental validation of three different temperature model approaches is carried out, discussed and compared in the scope of this article. To investigate or rather evaluate the range of application of the presented approaches in combination with respect of further implementation in semi-physical tyre models, the main focus lies on the a physical parameterisation. Aside from good modelling accuracy, focus is held on computational time and complexity of the parameterisation process. To evaluate this process and discuss the results, measurements from a Hoosier racing tyre 6.0 / 18.0 10 LCO C2000 from an industrial flat test bench are used. Finally the simulation results are compared with the measurement data. IntroductionWith enhanced integration of simulation and modelling into vehicle development and assistance systems, the requirements for simulation models regarding precision and computational time are increasing rapidly. In this case, not only demands affecting vehicle modelling but also tyre modelling become more important. In recent years, with improvement in tyre simulation, the needs for coping with tyre temperatures and the resulting changes in tyre characteristics are rising significantly. These changes include, amongst other things, the temperature dependent behaviour of friction coefficients and the loss of cornering stiffness with increasing temperature. To account those effects in modern assistance systems, it will become mandatory to reliably estimate tyre temperatures with information gathered from sensors or state estimators the vehicle can provide. This needs to be done in real time and therefore a reasonable compromise between accuracy and computational time has to be achieved. To generate a comparative basis three different models are tested in regard of the fulfilment of the requirements mentioned. To keep the effort needed for parameterisation as low as possible, the models were designed to handle the simulation with little to no information about the car itself and instead focusing on properties derived from tyre measurements.

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Development of a Method for Measuring Rolling Resistance at Different Tyre Temperatures

Ydrefors

Hjort

Kharrazi

et al. 2022

Lecture Notes in Mechanical Engineering

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Estimation of Tire Temperature Distribution and Rolling Resistance under Running Conditions Including Environmental Factors

Cited by 14 publications

References 2 publications

Design, modeling, and analysis of a high performance piezoelectric energy harvester for intelligent tires

Design, modeling, and analysis of a high performance piezoelectric energy harvester for intelligent tires

Experimental Validation of Various Temperature Modells for Semi-Physical Tyre Model Approaches

Development of a Method for Measuring Rolling Resistance at Different Tyre Temperatures

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