Effects of Road Roughness on Vehicular Rolling Resistance

2008 ◽  
pp. 143-143-19 ◽  
Author(s):  
X-P Lu
Keyword(s):  
Rolling Resistance ◽  
Road Roughness

Stochastic Analysis of Rolling Resistance Energy Dissipation for a Tractor-Trailer Model

2019 ◽  
Vol 2673 (11) ◽  
pp. 593-603 ◽  
Author(s):  
Seunggu Kang ◽  
Hasan Ozer ◽  
Imad L. Al-Qadi ◽  
Billie F. Spencer
Keyword(s):  
Analytical Solution ◽  
Fuel Consumption ◽  
Aerodynamic Drag ◽  
Rolling Resistance ◽  
Quarter Car Model ◽  
High Speeds ◽  
Road Roughness ◽  
Quantitative Manner ◽  
New Generation ◽  
The Impact

Rolling resistance because of road roughness is often the largest contributor to energy consumption in the environmental assessment of pavement life cycle. Although fuel consumption of passenger vehicles caused by roadway roughness is well studied, further research is needed for truck fuel consumption models utilizing mechanistic approaches. Existing models estimating trucks’ excess fuel consumption because of rolling resistance are based on empirical models or simplified mechanistic models such as the quarter car model. Such approaches may not fully capture the complex dynamic motion of a tractor-trailer. This study suggests a stochastic method utilizing the analytical solution based on a tractor-trailer model to calculate excess truck fuel consumption because of roughness and speed. The illustrative examples show that excess truck fuel consumption tends to increase nonlinearly with roughness; fuel consumption increases with speed but drops after 104 km/h (65 mph) because of a rapid increase in aerodynamic drag at very high speeds. The effect of new generation wide-base tires (NG-WBT) in lieu of the standard dual tire assembly was studied using the introduced model. Results indicate that NG-WBT reduced excess fuel consumption because of roughness by 11% and 8% at 56 km/h and 80 km/h (35 mph and 50 mph), respectively. Finally, Monte Carlo simulation was conducted at two speeds and the simulation results were in agreement with the analytical solution. The results from the developed model and the validation using illustrative examples confirm the impact of roughness and speed on truck fuel consumption in a quantitative manner.

Influence of Road Roughness on the Ride and Rolling Resistance for Passenger Car

2013 ◽  
Author(s):  
Aref M. A. Soliman ◽  
Mina M.S. Kaldas ◽  
Sayed A. Abdallah
Keyword(s):  
Rolling Resistance ◽  
Passenger Car ◽  
Road Roughness

Extraction and identification of fillers and pigments from pyrolyzed rubber and tire samples

1996 ◽  
Vol 54 ◽  
pp. 174-175
Author(s):  
P. Sadhukhan ◽  
J. B. Zimmerman
Keyword(s):  
Zinc Oxide ◽  
Electron Microscope ◽  
Carbon Black ◽  
Natural Rubber ◽  
Transmission Electron Microscope ◽  
Rolling Resistance ◽  
Synthetic Polymers ◽  
Nitrogen Atmosphere ◽  
Transmission Electron ◽  
Curing Agents

Rubber stocks, specially tires, are composed of natural rubber and synthetic polymers and also of several compounding ingredients, such as carbon black, silica, zinc oxide etc. These are generally mixed and vulcanized with additional curing agents, mainly organic in nature, to achieve certain “designing properties” including wear, traction, rolling resistance and handling of tires. Considerable importance is, therefore, attached both by the manufacturers and their competitors to be able to extract, identify and characterize various types of fillers and pigments. Several analytical procedures have been in use to extract, preferentially, these fillers and pigments and subsequently identify and characterize them under a transmission electron microscope.Rubber stocks and tire sections are subjected to heat under nitrogen atmosphere to 550°C for one hour and then cooled under nitrogen to remove polymers, leaving behind carbon black, silica and zinc oxide and 650°C to eliminate carbon blacks, leaving only silica and zinc oxide.

Tire-Road Interactions — Harmony or Conflict?

1989 ◽  
Vol 17 (1) ◽  
pp. 66-84
Author(s):  
A. R. Williams
Keyword(s):  
Rolling Resistance ◽  
Major Effect ◽  
Road Surface ◽  
Interactive Effects ◽  
Central Theme ◽  
Water Drainage ◽  
The Road ◽  
Truck Tires ◽  
Road Surfaces ◽  
Tire Wear

Abstract This is a summary of work by the author and his colleagues, as well as by others reported in the literature, that demonstrate a need for considering a vehicle, its tires, and the road surface as a system. The central theme is interaction at the footprint, especially that of truck tires. Individual and interactive effects of road and tires are considered under the major topics of road aggregate (macroscopic and microscopic properties), development of a novel road surface, safety, noise, rolling resistance, riding comfort, water drainage by both road and tire, development of tire tread compounds and a proving ground, and influence of tire wear on wet traction. A general conclusion is that road surfaces have both the major effect and the greater potential for improvement.

Tread Depth Effects on Tire Rolling Resistance

2001 ◽  
Vol 29 (3) ◽  
pp. 134-154 ◽  
Author(s):  
J. R. Luchini ◽  
M. M. Motil ◽  
W. V. Mars
Keyword(s):  
Finite Element Analysis ◽  
Common Knowledge ◽  
Rolling Resistance ◽  
Test Method ◽  
Tire Model ◽  
Element Analysis ◽  
Truck Tires ◽  
The Finite Element Analysis ◽  
Equilibrium Test ◽  
Depth Effects

Abstract This paper discusses the measurement and modeling of tire rolling resistance for a group of radial medium truck tires. The tires were subjected to tread depth modifications by “buffing” the tread surface. The experimental work used the equilibrium test method of SAE J-1269. The finite element analysis (FEA) tire model for tire rolling resistance has been previously presented. The results of the testing showed changes in rolling resistance as a function of tread depth that were inconsistent between tires. Several observations were also inconsistent with published information and common knowledge. Several mechanisms were proposed to explain the results. Additional experiments and models were used to evaluate the mechanisms. Mechanisms that were examined included tire age, surface texture, and tire shape. An explanation based on buffed tread radius, and the resulting changes in footprint stresses, is proposed that explains the observed experimental changes in rolling resistance with tread depth.

Application of Computational Mechanics to Tire Design—Yesterday, Today, and Tomorrow

2011 ◽  
Vol 39 (4) ◽  
pp. 223-244 ◽  
Author(s):  
Y. Nakajima
Keyword(s):  
Finite Element ◽  
New Technologies ◽  
Computational Mechanics ◽  
Design Procedure ◽  
Side Wall ◽  
Rolling Resistance ◽  
Optimization Techniques ◽  
Stress Strain ◽  
Element Analysis ◽  
Crown Shape

Abstract The tire technology related with the computational mechanics is reviewed from the standpoint of yesterday, today, and tomorrow. Yesterday: A finite element method was developed in the 1950s as a tool of computational mechanics. In the tire manufacturers, finite element analysis (FEA) was started applying to a tire analysis in the beginning of 1970s and this was much earlier than the vehicle industry, electric industry, and others. The main reason was that construction and configurations of a tire were so complicated that analytical approach could not solve many problems related with tire mechanics. Since commercial software was not so popular in 1970s, in-house axisymmetric codes were developed for three kinds of application such as stress/strain, heat conduction, and modal analysis. Since FEA could make the stress/strain visible in a tire, the application area was mainly tire durability. Today: combining FEA with optimization techniques, the tire design procedure is drastically changed in side wall shape, tire crown shape, pitch variation, tire pattern, etc. So the computational mechanics becomes an indispensable tool for tire industry. Furthermore, an insight to improve tire performance is obtained from the optimized solution and the new technologies were created from the insight. Then, FEA is applied to various areas such as hydroplaning and snow traction based on the formulation of fluid–tire interaction. Since the computational mechanics enables us to see what we could not see, new tire patterns were developed by seeing the streamline in tire contact area and shear stress in snow in traction.Tomorrow: The computational mechanics will be applied in multidisciplinary areas and nano-scale areas to create new technologies. The environmental subjects will be more important such as rolling resistance, noise and wear.

Rolling Resistance Calculation Procedure Using the Finite Element Method

2019 ◽  
Vol 48 (3) ◽  
pp. 224-248
Author(s):  
Pablo N. Zitelli ◽  
Gabriel N. Curtosi ◽  
Jorge Kuster
Keyword(s):  
Finite Element ◽  
Energy Dissipation ◽  
Rolling Resistance ◽  
Element Model ◽  
The Finite Element Method ◽  
Temperature Changes ◽  
Rubber Compounds ◽  
Different Temperatures ◽  
Materials Used ◽  
Account Temperature

ABSTRACT Tire engineers 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 the tire 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 dissipation of viscoelastic energy of the rubber materials used to manufacture the tires. To obtain a good rolling resistance, the calculation method of the tire finite element model must take into account temperature changes. It is mandatory to calibrate all of the rubber compounds of the tire at different temperatures and strain frequencies. Linear viscoelasticity is used to model the materials properties and is found to be a suitable approach to tackle energy dissipation due to hysteresis for rolling resistance calculation.

Formation of Standing Waves in Radial Tires

1984 ◽  
Vol 12 (1) ◽  
pp. 44-63 ◽  
Author(s):  
Y. D. Kwon ◽  
D. C. Prevorsek
Keyword(s):  
High Speed ◽  
Critical Speed ◽  
Unit Length ◽  
Standing Waves ◽  
Rolling Resistance ◽  
Damping Coefficient ◽  
Circular Membrane ◽  
Critical Speeds ◽  
Steel Cord ◽  
The Individual

Abstract Radial tires for automobiles were subjected to high speed rolling under load on a testing wheel to determine the critical speeds at which standing waves started to form. Tires of different makes had significantly different critical speeds. The damping coefficient and mass per unit length of the tire wall were measured and a correlation between these properties and the observed critical speed of standing wave formation was sought through use of a circular membrane model. As expected from the model, desirably high critical speed calls for a high damping coefficient and a low mass per unit length of the tire wall. The damping coefficient is particularly important. Surprisingly, those tire walls that were reinforced with steel cord had higher damping coefficients than did those reinforced with polymeric cord. Although the individual steel filaments are elastic, the interfilament friction is higher in the steel cords than in the polymeric cords. A steel-reinforced tire wall also has a higher density per unit length. The damping coefficient is directly related to the mechanical loss in cyclic deformation and, hence, to the rolling resistance of a tire. The study shows that, in principle, it is more difficult to design a tire that is both fuel-efficient and free from standing waves when steel cord is used than when polymeric cords are used.

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