DOCSLIB.ORG

Nonlinear Finite Element Modeling and Analysis of a Truck Tire

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Nonlinear Finite Element Modeling and Analysis of a Truck Tire The Pennsylvania State University The Graduate School Intercollege Graduate Program in Materials NONLINEAR FINITE ELEMENT MODELING AND ANALYSIS OF A TRUCK TIRE A Thesis in Materials by Seokyong Chae © 2006 Seokyong Chae Submitted in Partial Fulfillment of the Requirements for the Degree of Doctor of Philosophy August 2006 The thesis of Seokyong Chae was reviewed and approved* by the following: Moustafa El-Gindy Senior Research Associate, Applied Research Laboratory Thesis Co-Advisor Co-Chair of Committee James P. Runt Professor of Materials Science and Engineering Thesis Co-Advisor Co-Chair of Committee Co-Chair of the Intercollege Graduate Program in Materials Charles E. Bakis Professor of Engineering Science and Mechanics Ashok D. Belegundu Professor of Mechanical Engineering *Signatures are on file in the Graduate School. iii ABSTRACT For an efficient full vehicle model simulation, a multi-body system (MBS) simulation is frequently adopted. By conducting the MBS simulations, the dynamic and steady-state responses of the sprung mass can be shortly predicted when the vehicle runs on an irregular road surface such as step curb or pothole. A multi-body vehicle model consists of a sprung mass, simplified tire models, and suspension system to connect them. For the simplified tire model, a rigid ring tire model is mostly used due to its efficiency. The rigid ring tire model consists of a rigid ring representing the tread and the belt, elastic sidewalls, and rigid rim. Several in-plane and out-of-plane parameters need to be determined through tire tests to represent a real pneumatic tire. Physical tire tests are costly and difficult in operations. Thus, the parameters for the rigid ring tire model are alternatively predicted by conducting virtual tire tests using a finite element analysis (FEA) tire model. A nonlinear three-dimensional FEA tire model representing a truck tire, 295/75R22.5, is constructed by implementing three-layered membrane elements, hyperelastic solid elements, and beam elements. Then, the FEA tire model is validated by comparing its in- plane and out-of-plane responses with physical measurements. The virtual and physical responses show good agreements. After successful validations of the FEA tire model, virtual tire tests are conducted to predict the in-plane and out-of-plane parameters for the rigid ring tire models for the first time using an FEA tire model. The predicted parameters are implemented in the rigid ring tire model, and the model undergoes water drainage ditches 90° and 45° to the tire running direction to predict dynamic in-plane and out-of-plane tire responses at various tire loads. Vertical displacement of the tire spindle, tire contact forces, and moments are plotted and compared with those of the FEA tire model. The in-plane tire responses show good iv agreements between the results of the two models. On the other hand, the out-of-plane tire responses are relatively not in good agreements due to the significantly different tire contact area geometries of the two tire models on the 45° ditch. In the simulations of the FEA and rigid ring tire models, only constant vertical tire load is applied to the tire models. Additional tire load due to the vertical acceleration of the sprung mass during tire operations is not considered. Thus, a sprung mass and suspension system is assembled with the tire models to include the effect of the vertical sprung mass motion, which represents a quarter-vehicle model and a closer model to real vehicle applications. Then, the models undergo a 90° ditch at various running speeds. The vertical accelerations of the tire spindles are predicted during the ditch runs and compared with measurements to check whether or not the rigid ring tire model in the quarter-vehicle environment predicts acceptable responses. Modern high computational capability enables to establish a reliable virtual tire and quarter-vehicle model test environments. The developed quarter-vehicle model predicts not only dynamic tire responses but also sprung mass responses to irregular road surface inputs. Thus, a trustworthy quarter-vehicle model can replace the conventional field durability tests, which saves product development cost and time. In addition, virtual tests under similar conditions can be easily repeated. Higher quality products at lower cost are undoubtedly promising. v TABLE OF CONTENTS LIST OF FIGURES ……………………………….…………………………….. x LIST OF TABLES……………………………………………………..………… xiv NOMENCLATURE…………………………………………………..………… xv ACKNOWLEDGEMENT……………………………………………..………… xvii CHAPTER 1: INTRODUCTION ………………………………………………. 1 1.1 History of the Wheel and Tire …………………………………………... 3 1.2 Objectives ……………………………………………………………….. 5 1.3 Methodology …………………………………………………………….. 6 1.4 Statement of the Work …………………………………………………... 7 CHAPTER 2: LITERATURE SURVEY ………………………………………. 10 2.1 Tire Axis System, Tire Forces, and Moments Definitions ……………… 10 2.1.1 Tire axis system ………………………………………………... 10 2.1.2 Tire forces and moments ……………………………………….. 11 2.1.2.1 Tire longitudinal force ………………………………. 12 2.1.2.2 Tire lateral force ……………………………………… 15 2.1.2.3 Tire vertical force …………………………………….18 2.1.2.4 Tire overturning moment …………………………….. 20 2.1.2.5 Tire rolling resistance moment ……………………… 21 2.1.2.6 Tire vertical moment ………………………………… 21 2.2 Tire Models ……………………………………………………………… 21 2.2.1 Early Tire Models ……………………………………………... 23 2.2.2 Finite Element Analysis Tire models …………………………... 31 2.3 Contact and Sliding Interfaces ………………………………………….. 44 2.3.1 Computational Contact Solution Algorithms ………………….. 44 2.3.1.1 Contact search algorithm ……………………………. 46 2.3.1.2 Contact interface algorithm …………………………. 49 2.3.2 Lagrange Multiplier Method …………………………………... 50 2.3.3 Penalty Method ………………………………………………... 51 2.4 Experimental Tire Testing ………………………………………………. 55 vi 2.5 Tire Rubber Material Modeling …………………………………………. 60 2.6 Summary ………………………………………………………………… 66 CHAPTER 3: NONLINEAR FINITE ELEMENT ANALYSIS TRUCK TIRE MODELING …………………………………………….... 67 3.1 Tire Structure, Its Components, and Materials ………………………….. 69 3.1.1 Carcass ………………………………………………………… 70 3.1.2 Belts …………………………………………………………… 71 3.1.3 Tread and Treadbase …………………………………………... 72 3.1.4 Beads ………………………………………………………….. 73 3.1.5 Aspect Ratio …………………………………………………… 73 3.2 Tire Structure and Material Modeling …………………………………... 75 3.2.1 FEA Modeling on Carcass and Belts Using Membrane Elements ……………………………………………………... 76 3.2.2 FEA Modeling on Tread, Treadbase, Tread Shoulders, Bead Fillers Using Solid Elements ………………………………… 81 3.2.3 FEA Modeling of Beads ……………………………………… 83 3.2.4 FEA Rim Model ……………………………………………… 85 3.3 FEA Tire-Rim Assembly Model ………………………………………… 87 3.4 Various Virtual Tire Test Environments …………………………………88 3.4.1 Combined FEA Truck Tire and a Rigid Flat Road Model ……. 89 3.4.2 Combined FEA Truck Tire and a Rigid Cleat-Drum Model ….. 90 3.4.3 Combined FEA Truck Tire and a Rigid Smooth Drum Model ... 91 3.4.4 Combined FEA Truck Tire and a Rigid Road with Water Drainage Ditches Model ………………………………….…… 92 3.5 Summary ………………………………………………………………… 92 CHAPTER 4: FEA TRUCK TIRE MODEL VALIDATION …………………. 94 4.1 Static Validation Tests ………………………………………………….. 94 4.1.1 Tire Vertical Load-Deflection Relationship …………………... 94 4.1.2 Footprint Area …………………………………………………. 96 4.2 Dynamic Validation Tests ………………………………………………. 98 4.2.1 First Mode of Free Vertical Vibration Test ……………….…... 99 4.2.2 Cornering Test ………………………………………………… 101 4.2.3 Yaw Oscillation Test …………………………………..……… 103 4.2.3.1 Amplitude Ratio and Phase Angle …………….…... 104 vii 4.2.3.2 Virtual Yaw Oscillation Test Using FEA Truck Tire Model ………………………………….. 106 4.3 Summary ………………………………………………………………… 109 CHAPTER 5: DETERMINATION OF THE IN-PLANE AND OUT-OF- PLANE PARAMETERS OF A RIGID RING TIRE MODEL USING THE FEA TRUCK TIRE MODEL ……………………. 111 5.1 In-Plane Parameters Determination ……………………………………... 112 5.1.1 Effective Rolling Radius ………………………………………. 114 5.1.2 In-Plane Translational Stiffness of the Sidewall and Residual Vertical Stiffness at Contact Area ……………………………... 116 5.1.3 In-Plane Longitudinal and Vertical Damping Constants of Sidewall and Residual Damping Constant at Contact Area …… 117 5.1.4 In-Plane Rotational Stiffness and Damping Constant of the Sidewall ……………………………………………………….. 118 5.1.4.1 In-Planed Rotational Stiffness of the Sidewall ……… 119 5.1.4.2 In-Planed Rotational Damping Constant of the Sidewall ……………………………………………... 119 5.1.5 Longitudinal Tread Stiffness and Longitudinal Slip Stiffness … 121 5.1.5.1 Longitudinal Slip Stiffness ………………………….. 123 5.1.5.2 Longitudinal Tread Stiffness …………………………123 5.1.6 Comparison of In-plane Tire Responses between the FEA and Rigid Ring Tire Models ……………………………………….. 124 5.1.6.1 90° Water Drainage Ditch Profile ………………….... 125 5.1.6.2 Comparison of the Predicted Vertical Displacements . 125 5.1.6.3 Comparison of the Predicted Longitudinal Contact Forces ……………………………………………….. 127 5.1.6.4 Comparison of the Predicted Vertical Contact Forces . 129 5.2 Out-of-Plane Parameters Determination ………………………………… 131 5.2.1 Out-of-Plane Translational Stiffness and Damping Constant of the Sidewall ……………………………………………….... 132 5.2.2 Out-of-Plane Rotational Stiffness and Damping Constant of the Sidewall ………………………………..………….……. 134 5.2.3 Lateral Free Vibration Tests …………………………………... 137 5.2.4 Cornering Stiffness ……………………………………………. 139 viii 5.2.5. Self-Aligning Stiffness ………………………………………... 139 5.2.6 Relaxation Length ……………………………………………... 140 5.2.7 Comparison of Out-of-Plane Tire Responses between the FEA and Rigid
Load more

Recommended publications
  • Tire Rotation Tips from Bridgestone
    Service and Maintenance_tiresafety.com Valves Taking Care of Your Tires Maintenance New valve stem, core and cap are recommended for all new tubeless tires. Tire Rotation Construction Lubricant Cross Rotation Sizes & Classifications Tire beads and rim flanges should be treated with a recommended 4 Wheel Drive Replacement lubricant inside and out. Beads should be lubricated both during Straight Rotation Maintenance mounting and dismounting (in case you wish to remount the tire and 5 Tire Rotation also to protect the wheel from damage). Technology Inflation Pressure Tire Terms Do not, under any circumstances, use liquids such as oil, Repair Safety Summary gasoline, spirits, or water. Driving Tips Tire Rotation Home Tire rotation is vital to achieving even tread wear and long tread life. Rotation is necessary because of the uneven wear characteristics of each wheel position on the vehicle. A good example is Front Wheel Drive vehicles which places braking, steering and driving forces on the front axle tires. Rear axle tires only receive braking forces resulting in a much faster wear rate for the front axle tires. Tire rotation for these vehicles therefore becomes very important for optimum tire life. NOTE: Free rolling axle tires are crossed and installed to the drive axle, while the drive axle tires are brought straight to the free rolling axle (without crossing). NOTE: Make sure you maintain vehicle manufacturers inflation recommendations after rotating tires. Cross Rotation The "Cross Pattern" provides the best results and can be performed on any Front or Rear Wheel Drive vehicle equipped with 4 non- unidirectional tires. (Unidirectional tires must be rotated front to rear only.) 4-Wheel Drive Vehicles equipped with permanent 4-Wheel Drive and those with "on Command" 4-Wheel Drive and driven mainly in 4-Wheel mode, are best suited to a four tire cross rotation.
    [Show full text]
  • Michelin: Socially Responsible Industrial Restructuring (Research Report)
    Michelin: Socially Responsible Industrial Restructuring (Research Report) Professor Sandra J. Sucher and Research Associate Susan J. Winterberg* Introduction This report describes Michelin’s approach to socially responsible industrial restructuring.a The report was designed to serve two purposes—documentation and learning. The report provides documentation of Michelin’s practices in socially responsible industrial restructuring and contains an agreed upon description of Michelin’s planned, integrative, and humanistic approach. The report was also written as an opportunity for learning for Michelin’s leaders. The report traces the evolution in planning and practices that Michelin has used to conduct socially responsible restructuring over time. The resulting picture is both a view from the inside—told in the words and through the actions of Michelin’s managers—and a view from the outside—incorporating the reactions of stakeholders to Michelin’s restructuring approaches in various situations. Hopefully, it helps Michelin’s leaders assess where they have been and where they are headed in their evolving journey in socially responsible industrial restructuring. Michelin: Socially Responsible Industrial Restructuring Company Background Managing People at Michelin Industrial Restructuring at Michelin: Foundations and Evolution 2003–2013: Developing the ‘Ramp Down & Up Model’ of Restructuring 2013–Forward: Developing the New Restructuring Process Preparing the Annual Restructuring Plan Case Studies of Restructuring at Michelin Managing Stakeholders during Ramp Downs: Three Case Studies A Perfect Storm: Closing the Kleber Factory in Toul, France Closing a Truck Tire Factory in Budapest, Hungary Divestiture of a Rubber Plantation in Bahía, Brazil Managing Collaboration During Turnarounds: Two Case Studies Developing the Turnaround Option: Bourges, France A Beta-Test for Empowerment: Transforming the Roanne Factory, France Summary a Reviews Included: C.
    [Show full text]
  • Tubeless-Ready Bead Tire Instructions Say Goodbye to Cold
    TUBELESS-READY BEAD TIRE INSTRUCTIONS SAY GOODBYE TO COLD. SAY HELLO TO COMFORT. INTENDED USE 45North is built on real-world needs and knowledge. Our collection Studded tires: winter commuting, fatbiking and winter delivers unrivaled comfort and control through advanced technical off-road cycling. design and effective use of materials. We have more people who Fatbike tires: for bicycles that accommodate a 26 x 3.7" or larger ride more miles in colder weather than anywhere on the planet. tire, for winter off-road cycling. Enjoy. NOTE: 45North Studded tires are not intended for long-haul loaded WARNING: CYCLING CAN BE DANGEROUS. touring on pavement. BICYCLE PRODUCTS SHOULD BE INSTALLED AND SERVICED BY A PROFESSIONAL MECHANIC. NEVER MODIFY YOUR RIM COMPATIBILITY BICYCLE OR ACCESSORIES. READ AND FOLLOW ALL PRODUCT WARNING: Standard bead 45North tires are not tubeless ready. INSTRUCTIONS AND WARNINGS INCLUDING INFORMATION ON THE MANUFACTURER’S WEBSITE. INSPECT YOUR BICYCLE Tire Width Outside Rim Width BEFORE EVERY RIDE. ALWAYS WEAR A HELMET. 30mm 20–25mm WARNING: Tires are a part of your bike that will wear out with 35mm 20–25mm use. Tires may pick up foreign objects such as glass or road debris that will puncture the tire and inner tube, causing a loss of air 38mm 20–28mm pressure and reduced ability to control or stop the bike, which 54mm (2.1") 25–35mm could lead to a crash resulting in serious injury or death. Before each ride check to ensure that your tires are in good condition, 60mm (2.35") 25–40mm properly seated on the rim, and properly inflated.
    [Show full text]
  • Development of Recommended Guidelines for Preservation Treatments for Bicycle Routes
    UC Davis Research reports Title Development of Recommended Guidelines for Preservation Treatments for Bicycle Routes Permalink https://escholarship.org/uc/item/72q3c143 Authors Li, H. Buscheck, J. Harvey, J. et al. Publication Date 2017 eScholarship.org Powered by the California Digital Library University of California January 2017 Research Report: UCPRC-RR-2016-02 Development of Recommended Guidelines for Preservation Treatments for Bicycle Routes Version 2 Authors: H. Li, J. Buscheck, J. Harvey, D. Fitch, D. Reger, R. Wu, R. Ketchell, J. Hernandez, B. Haynes, and C. Thigpen Part of Partnered Pavement Research Program (PPRC) Strategic Plan Element 4.57: Development of Guidelines for Preservation Treatments for Bicycle Routes PREPARED FOR: PREPARED BY: California Department of Transportation University of California Division of Research, Innovation, and System Information Pavement Research Center Office of Materials and Infrastructure UC Davis, UC Berkeley TECHNICAL REPORT DOCUMENTATION PAGE 1. REPORT NUMBER 2. GOVERNMENT ASSOCIATION 3. RECIPIENT’S CATALOG NUMBER UCPRC-RR-2016-02 NUMBER 4. TITLE AND SUBTITLE 5. REPORT PUBLICATION DATE Development of Recommended Guidelines for Preservation Treatments for Bicycle January 2017 Routes 6. PERFORMING ORGANIZATION CODE 7. AUTHOR(S) 8. PERFORMING ORGANIZATION H. Li, J. Buscheck, J. Harvey, D. Fitch, D. Reger, R. Wu, R. Ketchell, J. Hernandez, B. REPORT NO. Haynes, C. Thigpen 9. PERFORMING ORGANIZATION NAME AND ADDRESS 10. WORK UNIT NUMBER University of California Pavement Research Center Department of Civil and Environmental Engineering, UC Davis 1 Shields Avenue 11. CONTRACT OR GRANT NUMBER Davis, CA 95616 65A0542 12. SPONSORING AGENCY AND ADDRESS 13. TYPE OF REPORT AND PERIOD California Department of Transportation COVERED Division of Research, Innovation, and System Information Research Report, May 2015 – P.O.
    [Show full text]
  • Measuring Dynamic Properties of Bicycle Tires
    Proceedings, Bicycle and Motorcycle Dynamics 2010 Symposium on the Dynamics and Control of Single Track Vehicles, 20 - 22 October 2010, Delft, The Netherlands Measuring Dynamic Properties of Bicycle Tires A. E. Dressel *, A. Rahman # * Civil Engineering and Mechanics # Civil Engineering and Mechanics University of Wisconsin-Milwaukee University of Wisconsin-Milwaukee P.O. Box 784, Milwaukee, WI 53201-0784 P.O. Box 784, Milwaukee, WI 53201-0784 e-mail: [email protected] e-mail: [email protected] ABSTRACT Dynamic tire properties, specifically the forces and moments generated under different circum- stances, have been found to be important to motorcycle dynamics. A similar situation may be expected to exist for bicycles, but limited bicycle tire data and a lack of the tools necessary to measure it may contribute to its absence in bicycle dynamics analyses. This paper describes tools developed to measure these bicycle tire properties and presents some of the findings. Cornering stiffness, also known as sideslip and lateral slip stiffness, of either the front or rear tires, has been found to influence both the weave and wobble modes of motorcycles. Measuring this property requires holding the tire at a fixed orientation, camber and steer angles, with re- spect to the pavement and its direction of travel, and then measuring the lateral force generated as the tire rolls forward. Large, sophisticated, and expensive devices exist for measuring this characteristic of automobile tires. One device is known to exist for motorcycle tires, and it has been used at least once on bicycle tires, but the minimum load it can apply is approximately 200 pounds, nearly double the actual load carried by most bicycle tires.
    [Show full text]
  • Tire Warranty
    Best in the west Tire Warranty Always the Right Tire. Always the Right Price. Over 200 Stores in 13 Western States Get to the Point. to Serve You Expert Service. Guaranteed. PASSENGER & LIGHT TRUCK TIRE WARRANTY out at 2/32" for consumer safety. Normal road hazard means; in materials or workmanship and show no signs of service neglect non-repairable punctures, breaks or cuts in the tire caused by rocks, or abuse will be replaced absolutely free of charge. Misalignment or All new passenger tires and tubeless light truck tires listed on the nails, potholes, debris, glass or other road debris. Regardless of the damage caused by abuse or collision is excluded. This warranty does attached invoice are covered by this TIRE FACTORY / POINT S number of miles you put on the tires, you will be covered for the life not apply to commercial applications. SERVICE AND WARRANTY CONTRACT and will be given service or of the original tread down to 2/32" remaining, or 60 months from the remedied under this warranty upon presentation of this contract at date of purchase, whichever occurs first. SHOCK ABSORBER/STRUT SERVICE CONTRACT any Tire Factory / Point S. **All Wheel Drive vehicles may require replacement of all tires if there is a difference in tire tread depth. This warranty only covers replacement of the damaged or Shock absorbers and struts are subject to manufacturer’s warranty. FREE FLAT REPAIR* defective tires; the customer is responsible for replacing any other tires. Road hazard Tire Factory / Point S will replace lifetime warranty shock absorbers All flats repaired FREE of charge for the life of the tire.
    [Show full text]
  • RELATIONSHIPS BETWEEN LANE CHANGE PERFORMANCE and OPEN- LOOP HANDLING METRICS Robert Powell Clemson University, [email protected]
    Clemson University TigerPrints All Theses Theses 1-1-2009 RELATIONSHIPS BETWEEN LANE CHANGE PERFORMANCE AND OPEN- LOOP HANDLING METRICS Robert Powell Clemson University, [email protected] Follow this and additional works at: http://tigerprints.clemson.edu/all_theses Part of the Engineering Mechanics Commons Please take our one minute survey! Recommended Citation Powell, Robert, "RELATIONSHIPS BETWEEN LANE CHANGE PERFORMANCE AND OPEN-LOOP HANDLING METRICS" (2009). All Theses. Paper 743. This Thesis is brought to you for free and open access by the Theses at TigerPrints. It has been accepted for inclusion in All Theses by an authorized administrator of TigerPrints. For more information, please contact [email protected]. RELATIONSHIPS BETWEEN LANE CHANGE PERFORMANCE AND OPEN-LOOP HANDLING METRICS A Thesis Presented to the Graduate School of Clemson University In Partial Fulfillment of the Requirements for the Degree Master of Science Mechanical Engineering by Robert A. Powell December 2009 Accepted by: Dr. E. Harry Law, Committee Co-Chair Dr. Beshahwired Ayalew, Committee Co-Chair Dr. John Ziegert Abstract This work deals with the question of relating open-loop handling metrics to driver- in-the-loop performance (closed-loop). The goal is to allow manufacturers to reduce cost and time associated with vehicle handling development. A vehicle model was built in the CarSim environment using kinematics and compliance, geometrical, and flat track tire data. This model was then compared and validated to testing done at Michelin’s Laurens Proving Grounds using open-loop handling metrics. The open-loop tests conducted for model vali- dation were an understeer test and swept sine or random steer test.
    [Show full text]
  • TPMS Brochure
    SEE THE LIGHT? WE CAN HELP. Standard® OE-Matching TPMS Sensors, Mounting Hardware, Service Kits, Shop Tools, and QWIK-SENSOR™ Universal Programmable Sensors ABOUT TIRE PRESSURE MONITORING SYSTEMS The industry’s best blended TPMS program with 99% coverage. 2 Universal Sensors cover PAL, WAL, and Auto-Locate technologies. Our OE-Match sensors An Important Safety Warning Light Goes Unnoticed are direct-fit and ready-to-install right out of the During the past 10 years, more than 147 million vehicles were sold with Tire Pressure Monitoring System (TPMS). That means there box. And both programs are the only 3rd-party are more than 590 million sensors with a 100% failure rate that will need to be replaced in the future. TPMS is a safety device that tested TPMS in the industry. measures, identifies and warns motorists when one or more of their tires are significantly under-inflated. If the system finds a tire with low air pressure, a sensor with a dead battery, or a system malfunction, it will illuminate the TPMS warning light on the dash. While this is common knowledge to technicians, it isn’t as well-known among motorists, as evidenced by the results from a recent survey on TPMS: TPMS PROGRAM HIGHLIGHTS 96% 25% • Basic manufacturer in TPMS category Drivers who consider Vehicles that have at under-inflated tires an least one tire significantly - All makes & models – domestic and import covered important safety concern underinflated • Our OE-Matching and QWIK-SENSOR™ Universal Programs cover 99% of the vehicles you will service in your shop today
    [Show full text]
  • Exxon™ Butyl Rubber Innertube Technology Manual
    Exxon™ butyl rubber Exxon™ butyl rubber innertube technology manual Country name(s) 2 - Exxon™ butyl rubber innertube technology manual Exxon™ butyl rubber innertube technology manual - 3 Abstract Many bias and radial tires have innertubes. Radial truck tube-type tires are particularly common, and in many instances, such as in severe service, off-road applications, are preferred over tubeless radial tire constructions. The technology requirements for tubes for such tires is, in many respects, equally demanding when compared to that for the tire and wheel in the assembly. This manual has been prepared to describe how butyl rubber is important in meeting the demanding performance requirements of tire innertubes. Representative innertube compound formulations and compound properties are discussed along with typical processing guidelines of the compound in the manufacture of innertubes. Chlorobutyl rubber based compound formulations are also used in innertubes. Such innertubes show good heat resistance, durability, allow greater flexibility in compounding, and process equally well as regular butyl rubber tube compounds. An extensive discussion of bicycle tire innertubes has been included. Service conditions can range from simple commuting and recreation to high speed competitive sporting applications. Like automobile and truck tire innertubes, tubes for bicycle tires can thus have demanding performance requirements. Guidelines on troubleshooting provide a checklist for the factory process engineer to enhance manufacturing efficiency, high
    [Show full text]
  • MF-Tyre/MF-Swift Copyright TNO, 2013
    MF-Tyre/MF-Swift Copyright TNO, 2013 MF-Tyre/MF-Swift Dr. Antoine Schmeitz 2 Copyright TNO, 2013 Dr. Antoine Schmeitz MF-Tyre/MF-Swift Introduction TNO’s tyre modelling toolchain tyre (virtual) testing parameter fitting + tyre model signal tyre MBS database MF-Tyre processing TYDEX files property solver file MF-Swift MF-Tool Measurement Identification Simulation Copyright TNO, 2013 1 MF-Tyre/MF-Swift 3 Copyright TNO, 2013 Dr. Antoine Schmeitz MF-Tyre/MF-Swift Introduction What is MF-Tyre/MF-Swift? MF-Tyre/MF-Swift is an all-encompassing tyre model for use in vehicle dynamics simulations This means: emphasis on an accurate representation of the generated (spindle) forces tyre model is relatively fast can handle continuously varying inputs model is robust for extreme inputs model the tyre as simple as possible, but not simpler for the intended vehicle dynamics applications 4 Copyright TNO, 2013 Dr. Antoine Schmeitz MF-Tyre/MF-Swift Introduction Model usage and intended range of application All kind of vehicle handling simulations: e.g. ISO tests like steady-state cornering, lane changes, J-turn, braking, etc. Sine with Dwell, mu split, low mu, rollover, fishhook, etc. Vehicle behaviour on uneven roads: ride comfort analyses durability load calculations (fatigue spectra and load cases) Simulations with control systems, e.g. ABS, ESP, etc. Analysis of drive line vibrations Analysis of (aircraft) shimmy vibrations; typically about 10-25 Hz Used for passenger car, truck, motorcycle and aircraft tyres Copyright TNO, 2013 2 MF-Tyre/MF-Swift 5 Copyright TNO, 2013 Dr. Antoine Schmeitz MF-Tyre/MF-Swift Modelling aspects and contents (1) 1.
    [Show full text]
  • The Effect of Tyre Inflation Pressure on Fuel Consumption and Vehicle Handling Performance a Case of ANBESSA CITY BUS
    ADAMA SCIENCE AND TECHNOLOGY UNIVERSITY SCHOOL OF MECHANICAL, CHEMICAL AND MATERIALS ENGINEERING The Effect of Tyre Inflation Pressure on Fuel Consumption and vehicle Handling Performance a case of ANBESSA CITY BUS A thesis submitted in partial fulfillment of the requirements for the award of the Degree of Master of Science in Automotive Engineering By NIGATU BELAYNEH USAMO ADVISOR: - N. RAMESH BABU (Associate Professor) MECHANICAL SYSTEMS AND VEHICLE ENGINEERING PROGRAM June-2017 Adama-Ethiopia I CANDIDATE'S DECLARATION I hereby declare that the work which is being presented in the thesis titled ―The Effect of Tyre Inflation Pressure on Fuel Consumption and vehicle Handling Performance a case of ANBESSA CITY BUS‖ in partial fulfillment of the requirements for the award of the degree of Master of Science in Automotive Engineering is an authentic record of my own work carried out from October 2016 to up June 2017, under the supervision of N. RAMESH BABU Department of Mechanical and Vehicle Engineering, Adama Science and Technology University, Ethiopia. The matter embodied in this thesis has not been submitted by me for the award of any other degree or diploma. All relevant resources of information used in this thesis have been duly acknowledged. Name Signature Date Nigatu Belayneh ………………… …………… Student This is to certify that the above statement made by the candidate is correct to the best of my knowledge and belief. This thesis has been submitted for examination with my approval. Name Signature Date N. Ramesh Babu ______________ ________________
    [Show full text]
  • Mechanics of Pneumatic Tires
    CHAPTER 1 MECHANICS OF PNEUMATIC TIRES Aside from aerodynamic and gravitational forces, all other major forces and moments affecting the motion of a ground vehicle are applied through the running gear–ground contact. An understanding of the basic characteristics of the interaction between the running gear and the ground is, therefore, essential to the study of performance characteristics, ride quality, and handling behavior of ground vehicles. The running gear of a ground vehicle is generally required to fulfill the following functions: • to support the weight of the vehicle • to cushion the vehicle over surface irregularities • to provide sufficient traction for driving and braking • to provide adequate steering control and direction stability. Pneumatic tires can perform these functions effectively and efficiently; thus, they are universally used in road vehicles, and are also widely used in off-road vehicles. The study of the mechanics of pneumatic tires therefore is of fundamental importance to the understanding of the performance and char- acteristics of ground vehicles. Two basic types of problem in the mechanics of tires are of special interest to vehicle engineers. One is the mechanics of tires on hard surfaces, which is essential to the study of the characteristics of road vehicles. The other is the mechanics of tires on deformable surfaces (unprepared terrain), which is of prime importance to the study of off-road vehicle performance. 3 4 MECHANICS OF PNEUMATIC TIRES The mechanics of tires on hard surfaces is discussed in this chapter, whereas the behavior of tires over unprepared terrain will be discussed in Chapter 2. A pneumatic tire is a flexible structure of the shape of a toroid filled with compressed air.
    [Show full text]