DOCSLIB.ORG

Study on Cornering Stability Control Based on Pneumatic Trail Estimation by Using Dual Pitman Arm Type Steer-By-Wire on Electric Vehicle

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Study on Cornering Stability Control Based on Pneumatic Trail Estimation by Using Dual Pitman Arm Type Steer-By-Wire on Electric Vehicle Study on Cornering Stability Control Based on Pneumatic Trail Estimation by Using Dual Pitman Arm Type Steer-By-Wire on Electric Vehicle Ryo Minaki Yoichi Hori The University of Tokyo The University of Tokyo Department of Electrical Engineering Graduate School of Frontier Sciences Hongo, Bunkyo-ku, Japan Kashiwa, Chiba, Japan [email protected] [email protected] Abstract—This paper proposes novel high accuracy road margin). In addition, we propose a novel cornering stability condition estimation called Tire Grip Margin (TGM), and TGM control technique based on the tire grip margin with active is estimated by using dual pitman arm type steer-by-wire and front steering and in-wheel motor on electric vehicle. Finally, lateral force sensor and estimator. In addition, we propose we verify the technique by the vehicle dynamics simulator cornering stability control technique based on the TGM. It can CarSim. help driver and vehicle before unstable state. We verify our proposed system achieves robust vehicle dynamics control on the low friction road by CarSim. CarSim is simulator for the vehicle II. TIRE GRIP MARGIN (TGM) dynamics. A. Ground Contact Length of Tire and Lateral Keywords-active front steering; electric power steering; electric Displacement of Tire Tread Rubber vehicle; in-wheel motor; pitman arm; pneumatic trail; steer-by- A Tire has ground contact length caused by vehicle load, wire; tire grip margin; deflection because tire is made of hollow rubber. It is about 15- 20 [cm]. When a tire is rolled ground contact is started. After a I. INTRODUCTION few second, it is ended. The ground contact length is between In recent years, the demand for safer vehicles has increased. start position and end position. It is shown in Fig.1 (a). According to traffic accident reports prepared by Institute for Traffic Accident Research and Data Analysis (ITARDA) in Japan, almost all traffic accidents are caused by human errors such as driver negligence or operational mistakes. Therefore, future technologies need to precisely detect driver’s mistakes and adopt active control in order to increase vehicle safety. In the recent decade, reserch and development of automotive company and university have proposed vehicle dynamics control techniques equipped with advanced active control (a) Ground contact (b) Lateral displacement capability such as Intelligent Tutoring System (ITS) and Fig. 1. Lateral displacement of tire ground contact. everything else and verified the experimental efficacy. However, almost all of them are inefficient on the low friction On the other hand, when a tire is slid to lateral direction road and split-μ road had different friction on the right road and shown in Fig.1 (b) tread rubber of tire is displaced toward left road. In comparison, our proposed control technique will lateral position against wheel assumed rigid body. In this provide robust vehicle dynamics under any road friction regard, the lateral displacement is not a uniform state in the circumstance. There is a general knowledge that controlling the ground contact of tire. The ground contact added tire slip angle yaw rate on vehicle is stabilizing vehicle dynamics. However, α from above is shown in Fig.2. The center line x is direction it is a half of mistake. Because controlling friction between tire of the tire before turning a steering wheel. After turning it, the and road surface is most important and fundamental to control tire is slid to the lateral direction by the slip angle α. The point stable yaw rate. Before now, there are some technical paper A is starting ground contact. The point B is finishing it. From about tire friction control such as tire friction circle estimation point A to point C, the tire tread rubber is dragged by road [1] and slip μ estimation. However, they have enormous friction along with line α and is an adhesion state. From point calculation amount and model error because of using very C to point A, the tread between tire and road is slip state. The complicated model. In this paper, our proposed method lateral force of tire equation is shown in (1). estimate pneumatic trail with a very simple model. And we show that it is effective to estimate tire friction limit (tire grip 978-1-4244-8218-4/10/$26.00 ©2010 IEEE B SAT, Our technical papers [3], [4] propose to estimate it using the road reaction torque observer with an electric power Fy = Ks y dx (1) ∫ steering. The observer is shown in Fig. 6. In this regard, the A time constant value needs to be large to estimate SAT with Q filter design. TRTRS (SAT,Friction) Δθ* Power Assist AFS_Reference_angle Motor 1 P（ ）= s J s2+C s+K + θ * Tf + f f f + Steering θs f * Front Ts PD θ Wheel + + + Wheel f Tr − − Position Feedback Reactive Torque Motor + − Pn ^ Reaction TRTRS -1 Fig. 2. Lateral displacement added slip angle. Pn Q Torque Control Road Reaction Torque Observer Firstly, the force is given by multiplying the lateral stiffness TGM Ks of the tread rubber by the area of the lateral deflection Fig. 4. Road reaction torque observer. integrated form A to B. To the next, it is necessary to consider the center of the lateral force area. That is to say, it is a center The electric power steering is shown in Fig. 5. This motor position of the triangle area. The position is expected to be attached to the steering wheel axle is used for reactive torque behind center of the tire ground contact. The distance between control for a driver. The system uses other two motors to the center of the lateral force area and the center of the tire control the front tires independently. In addition, it estimates ground contact is known as pneumatic trail. TGMs with these motors and the observer. The system can control optimal vehicle dynamics estimating four TGMs. It has B. Tire Grip Margin (TGM) Difinition potential advantage to stabilize vehicle motion under any road condition. A pneumatic trail as a moment arm, a lateral force and a self aligning torque are shown in the Fig. 3 and the following Steering Wheel equation (2). When the pneumatic trail become zero or minus ･ Vehicle Velocity value, the tire experience slip phenomenon. We define the state ･ TGM Torque Controller variation of the pneumatic trail as the tire grip margin Δt. Sensor Reactive Torque Electric Motor Δt = TSAT Fy (2) Signal Line Controller Right wheel Light wheel motor motor Right Tire Left Tire Fig. 5. Dual Pitman arm type steer-by-wire. D. Road Reaction Torque Observer (RTOB) As mentioned above, the reactive torque must be measured or estimated to transmit this information to the driver. In this study, we estimated the torque using an assist motor attached to the front axle wheel and an observer. The block diagram of the reactive torque observer is shown in Fig. 4. The reaction torque TRTRS from the road surface is Fig. 3. Lateral force and self aligning torque. an unknown state variable to be estimated. First, the estimated ˆ C. Tire Grip Margin (TGM) Estimation angle of the front axle wheel, θ f , is calculated using the SAT and the lateral force need to be measured or estimated nominal model Pn (s) of plant P(s) and the reference torque to calculate TGM. First, the lateral force can be measured using * of the front axle wheel, T f , which are known state variables. the tire hub sensor produced by NSK in Japan. The technical Second, Δθ is calculated as the difference between the paper [2] proposes to estimate it using a resolver signal. About ˆ ˆ estimated value θ f and the measured value θ f . TRTRS is ⎛V ∗ β − l f ∗γ ⎞ −1 Fr = FrL = FrR = −K r ∗⎜ ⎟ (8) calculated by means of the inverse model Pn of the plant. ⎜ V ⎟ −1 ˆ ⎝ ⎠ Since Pn is not a proper function, TRTRS is calculated using a low-pass filterＱ. The formula is shown below. 2) Lateral Motion Equation * ˆ * ⎛ dβ ⎞ θ f = (T f + TRTRS )P(s) , θ f = T f ⋅P(s) (3) M z ∗V ∗ ⎜ + γ ⎟ = (F fL + F fR ) + (FrL + FrR ) (9) ⎝ dt ⎠ ˆ ˆ −1 = 2 ∗ F f − 2 ∗ Fr (10) TRTRS = (θ f −θ f )Pn (s)⋅Ｑ(s) (4) The lateral forces Ff and Fr generate yaw moment γ around If the nominal model Pn (s) is confirmed to be identical to center of gravity on a vehicle. plant P(s) , Tˆ is calculated by the following formula. RTRS 3) Rotational Motion Equation ˆ Ｑ dγ TRTRS = TRTRS ⋅ (s) (5) I ∗ = l ∗ (F + F ) − l ∗ (F + F ) + M (11) z dt r fL fR f rL rR P(s) is identified using the Prediction Error Method based on the Maximum-Likelihood Method. = 2 ∗ lr ∗ F f − 2 ∗ l f ∗ Fr + M (12) Low pass filter Ｑ reduces higher frequency gain than cut- off frequency 1/τq. τq is time constant value. If the reaction M is yaw moment by differential torque. In this study, the ˆ torque TRTRS estimated by the observer were to be directly torque is directly generated with two In-wheel motors on transmitted to the driver, the control would cause steering electric vehicle. interference in the same manner as the differential angle control, as shown in Fig. 8. Therefore, it is necessary to adjust 4) State Equation for Vehicle Dynamics the gain and frequency of Tˆ with the low-pass filterＱ. In RTRS t this regard, the time constant value needs to be large to x& = A x + BM + Hδ f , x = []β γ (13) estimate SAT with Q filter design.
Load more

Recommended publications
  • 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]
  • 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.
    [Show full text]
  • 05(167-178) 120160093 조현석.Hwp
    Transactions of KSAE, Vol. 25, No. 2, pp.167-178 (2017) Copyright Ⓒ 2017 KSAE / 147-05 pISSN 1225-6382 / eISSN 2234-0149 DOI https://doi.org/10.7467/KSAE.2017.25.2.167 Sensitivity Analysis of Steering Wheel Return-ability at Low Speed HyeonSeok Cho․ByungRim Lee*․SeHyun Chang․YoungDae Park․MinJun Kim․SangWoo Hwang Suspension and Steering Research Lab, Hyundai Motor Company, 150 Hyundaiyeonguso-ro, Hwaseong-si, Gyeonggi 18280, Korea (Received 26 September 2016 / Revised 13 December 2016 / Accepted 11 January 2017) Abstract : The steering wheel of a vehicle has a typical characteristic of automatically returning to its neutral state when the driver releases it. Steering returnability originated from the tire forces and kingpin moments. It is proportional to the reaction torque that is generated through the rack and column, which are dependent on suspension and steering geometry. It is also important to accurately predict and design it because steering returnability is related to steering performance. In this study, a detailed multibody dynamics model of a vehicle was designed by using ADAMS/Car and simulated for steering returnability. In addition, a tolerance analysis of the chassis system in terms of part dimension and properties has been performed in order to minimize the design parameters. The sensitivity of the selected design parameters was then analyzed via Design of Experiments(DOE). As a result, we were able to obtain the main parameters through a contribution analysis. It can be used to predict steering returnability and improve
    [Show full text]
  • A Novel Chassis Concept for Power Steering Systems Driven by Wheel Individual Torque at the Front Axle M
    25th Aachen Colloquium Automobile and Engine Technology 2016 1 A Novel Chassis Concept For Power Steering Systems Driven By Wheel Individual Torque At The Front Axle M. Sc. Philipp Kautzmann Karlsruhe Institute of Technology, Institute of Vehicle System Technology, Karlsruhe, Germany M. Sc. Jürgen Römer Schaeffler Technologies AG & Co. KG, Karlsruhe, Germany Dr.-Ing. Michael Frey Karlsruhe Institute of Technology, Institute of Vehicle System Technology, Karlsruhe, Germany Dr.-Ing. Marcel Ph. Mayer Schaeffler Technologies AG & Co. KG, Karlsruhe, Germany Summary The project "Intelligent Assisted Steering System with Optimum Energy Efficiency for Electric Vehicles (e²-Lenk)" focuses on a novel assisted steering concept for electric vehicles. We analysed different suspensions to use with this innovative power steering concept driven by wheel individual drive torque at the front axle. Our investigations show the potential even for conventional suspensions but reveal the limitations of standard chassis design. Optimized suspension parameters are needed to generate steering torque efficiently. Requirements arise from emergency braking, electronic stability control systems and the potential of the suspension for the use with our steering system. In lever arm design a trade-off between disturbing and utilizable forces occurs. We present a new design space for a novel chassis layout and discuss a first suspension design proposal with inboard motors, a small scrub radius and a big disturbance force lever arm. 1 Introduction Electric vehicles are a promising opportunity to reduce local greenhouse gas emissions in transport and increase overall energy efficiency, as electric drivetrain vehicles operate more efficiently compared to conventionally motorized vehicles. The internal combustion engine of common vehicles not only accelerates the vehicle, but also supplies energy to on-board auxiliary systems, such as power-assisted steering, which reduces the driver’s effort at the steering wheel.
    [Show full text]
  • Tyre Dynamics, Tyre As a Vehicle Component Part 1.: Tyre Handling Performance
    1 Tyre dynamics, tyre as a vehicle component Part 1.: Tyre handling performance Virtual Education in Rubber Technology (VERT), FI-04-B-F-PP-160531 Joop P. Pauwelussen, Wouter Dalhuijsen, Menno Merts HAN University October 16, 2007 2 Table of contents 1. General 1.1 Effect of tyre ply design 1.2 Tyre variables and tyre performance 1.3 Road surface parameters 1.4 Tyre input and output quantities. 1.4.1 The effective rolling radius 2. The rolling tyre. 3. The tyre under braking or driving conditions. 3.1 Practical brakeslip 3.2 Longitudinal slip characteristics. 3.3 Road conditions and brakeslip. 3.3.1 Wet road conditions. 3.3.2 Road conditions, wear, tyre load and speed 3.4 Tyre models for longitudinal slip behaviour 3.5 The pure slip longitudinal Magic Formula description 4. The tyre under cornering conditions 4.1 Vehicle cornering performance 4.2 Lateral slip characteristics 4.3 Side force coefficient for different textures and speeds 4.4 Cornering stiffness versus tyre load 4.5 Pneumatic trail and aligning torque 4.6 The empirical Magic Formula 4.7 Camber 4.8 The Gough plot 5 Combined braking and cornering 5.1 Polar diagrams, Fx vs. Fy and Fx vs. Mz 5.2 The Magic Formula for combined slip. 5.3 Physical tyre models, requirements 5.4 Performance of different physical tyre models 5.5 The Brush model 5.5.1 Displacements in terms of slip and position. 5.5.2 Adhesion and sliding 5.5.3 Shear forces 5.5.4 Aligning torque and pneumatic trail 5.5.5 Tyre characteristics according to the brush mode 5.5.6 Brush model including carcass compliance 5.6 The brush string model 6.
    [Show full text]
  • Kristian Lee Lardner
    Prediction of the Off-Road Rigid-Ring Model Parameters for Truck Tire and Soft Soil Interactions By Kristian Lee Lardner A Thesis Presented in Partial Fulfillment of the Requirements for the Degree of Master of Applied Science in Automotive Engineering Faculty of Engineering and Applied Science University of Ontario Institute of Technology Oshawa, Ontario, Canada July 2017 © 2017 Kristian Lardner ABSTRACT Significant time and cost savings can be realized through the use of virtual simulation of testing procedures across diverse areas of research and development. Fully detailed virtual truck models using the simplified off-road rigid-ring model parameters may further increase these economical savings within the automotive industry. The determination of the off-road rigid-ring parameters is meant to facilitate the simulation of full vehicle models developed by Volvo Group Trucks Technology. This works features new FEA (Finite Element Analysis) tire and SPH (Smoothed Particle Hydrodynamics) soil interaction modeling techniques. The in-plane and out-of-plane off-road rigid-ring parameters are predicted for an RHD (Regional Haul Drive) truck tire at varying operating conditions. The tire model is validated through static and dynamic virtual tests that are compared to previously published literature. Both the in-plane and out-of-plane off-road rigid-ring RHD parameters were successfully predicted. The majority of the in-plane parameters are strongly influenced by the inflation pressure of the tire because the in-plane parameters are derived with respect to the mode of vibration of the tire. The total equivalent vertical stiffness on a dry sand is not as heavily influenced by the inflation pressure compared to predictions on a hard surface.
    [Show full text]
  • INFORMATION to USERS the Most Advanced Technology Has Been Used to Photo­ Graph and Reproduce This Manuscript from the Microfilm Master
    INFORMATION TO USERS The most advanced technology has been used to photo­ graph and reproduce this manuscript from the microfilm master. UMI films the text directly from the original or copy submitted. Thus, some thesis and dissertation copies are in typewriter face, while others may be from any type of computer printer. The quality of this reproduction is dependent upon the quality of the copy submitted. Broken or indistinct print, colored or poor quality illustrations and photographs, print bleedthrough, substandard margins, and improper alignment can adversely affect reproduction. In the unlikely event that the author did not send UMI a complete manuscript and there are missing pages, these will be noted. Also, if unauthorized copyright material had to be removed, a note will indicate the deletion. Oversize materials (e.g., maps, drawings, charts) are re­ produced by sectioning the original, beginning at the upper left-hand corner and continuing from left to right in equal sections with small overlaps. Each original is also photographed in one exposure and is included in reduced form at the back of the book. These are also available as one exposure on a standard 35mm slide or as a 17" x 23" black and white photographic print for an additional charge. Photographs included in the original manuscript have been reproduced xerographically in this copy. Higher quality 6" x 9" black and white photographic prints are available for any photographs or illustrations appearing in this copy for an additional charge. Contact UMI directly to order. UMI University Microfilms International A Bell & Howell Information Company 3 0 0 Nortfi Z eeb Road, Ann Arbor, Ml 48106 -1 3 4 6 USA 313/761-4700 800/521-0600 Order Number 8907262 Application of suspension derivative formulation to ground vehicle modeling and simulation Maalej, Aref Younes, Ph.D.
    [Show full text]
  • Development of a Two-Dimensional Model of a Pneumatic Tire Timothy Lewis Clemson University, [email protected]
    Clemson University TigerPrints All Theses Theses 12-2012 Development of a Two-dimensional Model of a Pneumatic Tire Timothy Lewis Clemson University, [email protected] Follow this and additional works at: https://tigerprints.clemson.edu/all_theses Part of the Mechanical Engineering Commons Recommended Citation Lewis, Timothy, "Development of a Two-dimensional Model of a Pneumatic Tire" (2012). All Theses. 1539. https://tigerprints.clemson.edu/all_theses/1539 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]. DEVELOPMENT OF A TWO-DIMENSIONAL MODEL OF A PNEUMATIC TIRE 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 Timothy R. Lewis December 2012 Accepted by: Dr. Paul F. Joseph, Committee Chair Dr. Timothy B. Rhyne Dr. Gang Li ABSTRACT The pneumatic tire has been studied extensively since its invention in 1888. With the advent of high-powered computers and the use of the finite element method, the understanding of the tire's complex non-linear behavior has grown tremendously. However, one weakness of finite element models is that parameter studies are difficult and time consuming to perform. In contrast, an analytical model can quickly and easily perform extensive parameter studies. To the knowledge of the author, all existing analytical models of the tire make assumptions concerning the tire's behavior and construction that while useful for obtaining some of the first-order characteristics, are limited since they cannot relate tire behavior such as force-deflection to individual tire stiffnesses.
    [Show full text]
  • Tire - Wikipedia, the Free Encyclopedia
    Tire - Wikipedia, the free encyclopedia http://en.wikipedia.org/wiki/Tire Tire From Wikipedia, the free encyclopedia A tire (or tyre ) is a ring-shaped covering that fits around a wheel's rim to protect it and enable better vehicle performance. Most tires, such as those for automobiles and bicycles, provide traction between the vehicle and the road while providing a flexible cushion that absorbs shock. The materials of modern pneumatic tires are synthetic rubber, natural rubber, fabric and wire, along with carbon black and other chemical compounds. They consist of a tread and a body. The tread provides traction while the body provides containment for a quantity of compressed air. Before rubber was developed, the first versions of tires were simply bands of metal that fitted around wooden wheels to prevent wear and tear. Early rubber tires were solid (not pneumatic). Today, the majority of tires are pneumatic inflatable structures, comprising a doughnut-shaped body of cords and wires encased in rubber and generally filled with compressed air to form an inflatable cushion. Pneumatic tires are used on many types of vehicles, including cars, bicycles, motorcycles, trucks, earthmovers, and aircraft. Metal tires are still used on locomotives and railcars, and solid rubber (or Stacked and standing car tires other polymer) tires are still used in various non-automotive applications, such as some casters, carts, lawnmowers, and wheelbarrows. Contents 1 Etymology and spelling 2 History 3 Manufacturing 4 Components 5 Associated components 6 Construction types 7 Specifications 8 Performance characteristics 9 Markings 10 Vehicle applications 11 Sound and vibration characteristics 12 Regulatory bodies 13 Safety 14 Asymmetric tire 15 Other uses 16 See also 17 References 18 External links Etymology and spelling Historically, the proper spelling is "tire" and is of French origin, coming from the word tirer, to pull.
    [Show full text]
  • The Pneumatic Tyre – Understanding Its Role and Modelling Its Performance in Virtual Computer Based Design
    The Pneumatic Tyre – Understanding its Role and Modelling its Performance in Virtual Computer Based Design Mike Blundell Professor of Vehicle Dynamics and Impact Centre for Mobility and Transport Coventry University, UK Presentation to the IMechE Central Canada Branch Toronto, 15th June 2016 Contents • The Role of the Tyre • History • CAE Environment • Tyre Force and Moment Generation • Tyre Models for Handling and Durability - Magic Formula Tyre Model - Harty Tyre Model - FTire (Flexible Ring Model) • Aircraft Tyre Modelling • New Developments The Role of the Tyre Issues that effect tyre performance include: – Grip - handling safety on different surfaces – Fuel Economy (20% of fuel lost due to tyre rolling resistance) – Noise (most of what you hear is from tyres) – Durability and off-road performance – Emissions (wear and rubber particles) https://dc602r66yb2n9.cloudfront.net/pub/web/ images/article_thumbnails/article-tire- construction.png Tyres are complex and subject to: – Extensive research and development in mechanical design and material chemistry – Involves Extensive Testing and Computer Modelling – Manufacturing is complex – Future Contribution as an Intelligent Tyre History of Tyres The first pneumatic tyre, 1845 by John Boyd Dunlop Robert William Thomson. reinvented the pneumatic http://www.blackcircles.com/general/history tyre in1887 http://www.lookandlearn.com/blog/2065 In 1895 the pneumatic tyre was first 4/john-dunlop-was-the-vet-who- used on automobiles, by Andre and invented-the-pneumatic-tyre/ Edouard Michelin. http://www.blackcircles.com/general/history
    [Show full text]
  • Factors Influencing Tire Force, Moment Characteristics
    www.rubbernews.com Rubber & Plastics News • August 20, 2018 19 Technical Factors influencing tire force, moment characteristics By Prasenjit Ghosh and Rabindra Mukhopadhyay Hari Shankar Singhania Elastomer and Tyre Research Institute Executive summary Tires largely influence the vehicle performance with respect to In an automobile, tires play a crucial role in ensuring dynamic stability of the vehicle, which includes handling, stability, ride comfort and fuel economy. Tire developers cornering, traction, braking, driving and steering, providing lateral and directional stability. are constantly working for improving the respective tire performance All these criteria are satisfied by lateral and longitudinal properties of the tire. The vehicle handling characteristics to keep pace with the emerging requirements from behavior and thus stability largely depends on tire force and moment (F&M) characteristics. With the de- the automobile industry. Very often, it is expected that tires must velopment of computational techniques, tire F&M properties have become the key input for multi-body achieve many of these mutually conflicting properties simultaneous- simulation, which is the integral part of any new vehicle development process. There are multiple parameters related to design as well as operational conditions that influence tire force TECHNICAL NOTEBOOK and moment characteristics. The present work aims to study the influence of design and operational pa- Edited by John Dick rameters on F&M properties of passenger car tires. The major design parameters like belt angle, belt ma- terial and tread material were varied. For operational parameters, load, inflation pressure, fitment rim ly, which is a daunting task for tire designers. Further, the linkages width and camber were used as variables.
    [Show full text]
  • Test Methods of Rubber Materials and Products
    TEST METHODS OF RUBBER MATERIALS AND PRODUCTS MATADOR RUBBER S.R.O. Summary Chapter “Rubber Raw Material Testing” describes chemical analyses of raw materials used in the rubber and tyre-making industry. This part is dedicated to a principal explanation of basic determinants in raw material analysis. Such analyses are used primarily to determine basic chemical and physical-chemical constants that are directly related to purity of the used raw materials. The second part describes chemical analyses of vulcanizates. More complex procedures are used and instrumental analytical methods are applied in chemical analyses of vulcanizates. This part explains principles of instrumental analyses used in rubber-making practice. Chapter “Rubber Compound and Vulcanizate Testing” is related to the chapter on “Rubber Raw Material Testing” and provides a comprehensive description of the system of testing rubber compounds, materials and vulcanizates, starting from sampling and testing vessels up to evaluation of test results according to specific standards. The chapter is divided into four parts as follows: • Rubber Compound Testing (determining viscosity, scorching, vulcanization characteristics) • Testing Rheologic Properties of Compounds (rheologic properties of elastomer systems, liquid classification, factors affecting polymer viscosity, rheometry) • Vulcanizate Testing (determining stress-strain properties, hardness, rebound resilience, tear strength, resistance to abrasion, aging test, dynamic tests, adhesion tests) • Dynamical-Mechanical-Thermal Analysis of Vulcanizates Chapter “Laboratory Tyre Testing” discusses measuring and testing tyres in laboratory conditions. Laboratory tests are divided according to two criteria – into specific categories of vehicles (passenger, utility, agricultural and special vehicles) depending on their intended use and into dynamic and static tests depending on the condition of the tyre to be tested.
    [Show full text]