Measurement of stress distributions in truck tyre contact patch in real rolling conditions

Anghelache, Gabriel; Moisescu, Raluca

doi:10.1080/00423114.2012.674143

Cited by 21 publications

(8 citation statements)

References 8 publications

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“…In regard to the contact features, there have been many studies on the prediction of the contact pressure distribution using finite element analysis simulations, 12,13 analytical methods [14][15][16][17] and experimental tests. 18,19 Analytical parabolic, trapezoidal and evenshaped vertical pressure distributions and empirical formulae 20 are often used for computations along the contact length, but these approaches moderate the transient validity and potential of the model. 21 The mechanical behaviours of a tyre in contact, e.g.…”

Section: Introductionmentioning

confidence: 99%

The influence of the contact features on the tyre wear in steady-state conditions

Wang

Huang

Chen

et al. 2016

Proceedings of the Institution of Mechanical Engineers, Part D:

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This paper focuses on invetigating the relationship between the contact features of the tyres and the tyre wear in a quantitative sense as a function of the tyre structure and the manoeuvre parameters by utilizing a modified theoretical tyre wear model. The modified tyre wear model was developed by combining a modified ring model for the tyres and a modified brush model and was validated. The model parameters were also identified by physical experiments. Moreover, the contact features were characterized as the contact length, the asymmetry factor and the rolling resistance shift in order to investigate the influence of the contact features on the tyre wear. The amount of wear versus the three key variables of the contact features with variations in the tyre parameters was plotted and analysed. The results show that the maximum normal contact pressure does not play the most important role in the tyre wear. An increase in the damping coefficient can lead to an increase in the tyre wear, whereas increases in the effective elastic constant, the effective bending density and the effective bending stiffness result in a decrease in wear. The three key variables of the contact features increase with increasing vertical load, increasing rolling velocity and increasing damping coefficient and with decreasing inflation pressure and decreasing effective bending stiffness. The tyre wear follows the same trend when the three key variables increase or decrease synchronously. This analysis provides a quantitative indication of the relationship between the contact features and the tyre wear in order to obtain guidelines for tyre manufacturers on how to achieve less tyre wear.

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Section: Introductionmentioning

confidence: 99%

The influence of the contact features on the tyre wear in steady-state conditions

Wang

Huang

Chen

et al. 2016

Proceedings of the Institution of Mechanical Engineers, Part D:

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“…In addition, in the freely rolling case the braking shear stress will change back to driving stress on the trailing edge near the contact boundary (highlighted in the figure), inducing a slip-prone region as a result of the decreasing normal stress. This has been examined experimentally [17] and explained by the combination of belt bending and the viscous property of the tread when the braking shear stress is unloading on the trailing edge [18]. When driving torque is applied, the stress distribution shifts towards the driving direction and towards the braking direction in the case of braking torque being applied.…”

Section: Methodsmentioning

confidence: 99%

“…During acceleration, the shear stress increases more evenly throughout the contact and a larger part of the contact is utilized without the local friction limit being exceeded. In both cases, the shear stress is at its highest in the trailing part and it is the zone where major slip propagation takes place [19][20][21].…”

Section: Methodsmentioning

confidence: 99%

Detection of the local sliding in the tyre-road contact by measuring vibrations on the inner liner of the tyre

Niskanen

Tuononen

2017

Meas. Sci. Technol.

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Intelligent tyres can provide vital information from the tyre-road contact, especially for autonomous cars and intelligent infrastructure. In this paper, the acceleration measured on the inner liner of a tyre is used to detect the local sliding in the tyre-road contact. The Hilbert–Huang transform is utilized to extract the relevant vibration components and localize them in the wheel rotation angle domain. The energy of the vibration in the trailing part of the contact is shown to increase in low-friction conditions which can be related to the sliding of the tread part as a result of the shear stresses exceeding the local friction limit. To separate the effect of the surface roughness and the friction, different road surfaces were used in the measurements. In addition, the effects of different driving manoeuvres on the measured accelerations and the propagation of the sliding zone in the contact patch during braking are illustrated.

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“…When the camber is positive, the external slices of the tyre have a longer contact length than the inner slices do and bear a higher vertical load. Many resaerch studies have been reported on the prediction of the vertical contact pressure distribution using analytical methods, [26][27][28] experimental tests 29,30 or finite element analysis simulations. 31,32 This section of the paper gives an empirical approach based on the work of Guo and Liu.…”

Section: The Tyre Wear Modelmentioning

confidence: 99%

“…If the pressure distribution q z (x) is known, x s can be computed from equation (29) with x = x s .…”

Section: Fundingmentioning

confidence: 99%

Three-dimensional global pattern prediction for tyre tread wear

Huang

Chiu

Wang

et al. 2014

Proceedings of the Institution of Mechanical Engineers, Part D:

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A theoretical tyre model was developed analytically using the proposed middle plane for predicting the three-dimensional global tyre wear qualitatively and quantitatively as a function of the road roughness and the dynamic characteristics of the vehicle. Diagrams of the tyre wear pattern across the tyre width and along the tyre circumference were drawn for different road roughnesses, camber angles and vehicle dynamic characteristics. The numerical results show how the three-dimensional tyre wear pattern varied when these factors changed. Numerical calculations also reveal that a unique wear pattern may be caused by the system’s inherent dynamic features, e.g. the modal shape. In addition, a sensitivity analysis shows that the slip ratio, the longitudinal stiffness, the tyre width, the velocity and the vertical force have the greatest effects on the frictional dissipation energy, in that order. With the established wear model, good tyre wear distribution predictions can be given qualitatively and quantitatively for the rolling surface of the tyre. Moreover, guidelines for obtaining less tyre wear are provided for tyre and car manufacturers.

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Measurement of stress distributions in truck tyre contact patch in real rolling conditions

Cited by 21 publications

References 8 publications

The influence of the contact features on the tyre wear in steady-state conditions

The influence of the contact features on the tyre wear in steady-state conditions

Detection of the local sliding in the tyre-road contact by measuring vibrations on the inner liner of the tyre

Three-dimensional global pattern prediction for tyre tread wear

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