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41.
《Vehicle System Dynamics: International Journal of Vehicle Mechanics and Mobility》2012,50(7):831-850
The tyre friction model is a key part of the overall multi-body tyre dynamics model. The LuGre dynamic tyre friction model is analytically linearised for pure cornering conditions. The linearised model parameters are conveniently expressed as functions of static curve slope parameters. The linearised lateral force and self-aligning torque submodels are described by equivalent mechanical systems. The linearised model and equivalent system parameters are analysed for different slip angle and wheel centre speed operating points. An example of the application of linearised tyre friction model to tyre vibration analysis is presented as well. 相似文献
42.
《Vehicle System Dynamics: International Journal of Vehicle Mechanics and Mobility》2012,50(11):1377-1400
In-plane tyre modal behaviour determines the response of tyres to ride excitations and braking/traction manoeuvres. In many studies, the interest is limited to relatively low frequencies and a detailed investigation into the ability of models to accurately simulate higher-order responses is unnecessary. In cases where an in-plane model is to be used for the generation of the contact deformation and stresses, or where modal reduction methods are implemented, a detailed knowledge of the modal response is desirable. The present work forms a study on the ability of a number of frequently used modelling approaches to generate realistic modal data throughout a wide frequency range. The analytical ring on elastic foundation model is used as a benchmark throughout the paper. Its predictions are compared with those of two discretised models, namely a truss- and a beam-based model. The sensitivity of the ring’s response to a number of physical parameters is discussed. The results are used to inform the comparison between the analytical ring and the discretised models, providing explanations for any discrepancies observed. The limited applicability of the truss model is pointed out, while the accuracy of the beam-based model is enhanced by a circumferential inextensible string element. Both the ring and the enhanced beam models are further improved with the addition of a nonlinear string-based sidewall that accounts for the change in sidewall stiffness with inflation pressure. The findings may offer a reference when setting up in-plane models, including the stage of planning modal tests for parameter identification. 相似文献
43.
《Vehicle System Dynamics: International Journal of Vehicle Mechanics and Mobility》2012,50(12):1761-1778
This article identifies tyre modelling features that are fundamental to the accurate simulation of the shear forces in the contact patch of a steady-rolling, slipping and cambered racing tyre. The features investigated include contact patch shape, contact pressure distribution, carcass flexibility, rolling radius (RR) variations and friction coefficient. Using a previously described physical tyre model of modular nature, validated for static conditions, the influence of each feature on the shear forces generated is examined under different running conditions, including normal loads of 1500, 3000 and 4500 N, camber angles of 0° and?3°, and longitudinal slip ratios from 0 to?20%. Special attention is paid to heavy braking, in which context the aligning moment is of great interest in terms of its connection with the limit-handling feel. The results of the simulations reveal that true representations of the contact patch shape, carcass flexibility and lateral RR variation are essential for an accurate prediction of the distribution and the magnitude of the shear forces generated at the tread–road interface of the cambered tyre. Independent of the camber angle, the contact pressure distribution primarily influences the shear force distribution and the slip characteristics around the peak longitudinal force. At low brake-slip ratios, the friction coefficient affects the shear forces in terms of their distribution, while, at medium to high-slip ratios, the force magnitude is significantly affected. On the one hand, these findings help in the creation of efficient yet accurate tyre models. On the other hand, the research results allow improved understanding of how individual tyre components affect the generation of shear forces in the contact patch of a rolling and slipping tyre. 相似文献
44.
《Vehicle System Dynamics: International Journal of Vehicle Mechanics and Mobility》2012,50(3):395-413
The longitudinal connection between a chassis and a wheel in a conventional vehicle suspension system is commonly very stiff than the vertical connection. Such a mechanism can efficiently isolate vibrations and absorb shocks in the vertical direction but cannot sufficiently attenuate the impact in the longitudinal direction. In order to overcome such a limitation, a planar suspension system (PSS) with spring–damper struts in both the longitudinal and vertical directions is proposed so that the vibration along any direction in the wheel rotation plane can be isolated. In this paper, the dynamic responses of a vehicle with PSS due to a single bump and random road unevenness are investigated. The ride quality of the vehicle with PSS is evaluated in accordance with ISO 2631. A comparison with that of a similar conventional vehicle is conducted to demonstrate the promising potentials of the PSS in improving the vehicle ride quality. 相似文献
45.
《Vehicle System Dynamics: International Journal of Vehicle Mechanics and Mobility》2012,50(9):1227-1246
The influence of the tyre–road contact model on the simulated vertical vibration response was analysed. Three contact models were compared: tyre–road point contact model, moving averaged profile and tyre-enveloping model. In total, 1600 real asphalt concrete and Portland cement concrete longitudinal road profiles were processed. The linear planar model of automobile with 12 degrees of freedom (DOF) was used. Five vibration responses as the measures of ride comfort, ride safety and dynamic load of cargo were investigated. The results were calculated as a function of vibration response, vehicle velocity, road quality and road surface type. The marked differences in the dynamic tyre forces and the negligible differences in the ride comfort quantities were observed among the tyre–road contact models. The seat acceleration response for three contact models and 331 DOF multibody model of the truck semi-trailer was compared with the measured response for a known profile of test section. 相似文献
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48.
浅析轮胎的选用对高速行车安全的影响 总被引:2,自引:0,他引:2
据资料统计,我国已通车的20条高速公路发生的交通事故中,由于轮胎原因引起的事故占45%以上,因轮胎原因导致中作途抛锚的占84.8%,经分析,主要是由于轮胎选型,使用不当等而造成轮胎不能满足高速行驶的要求所致,因此对高速运行安全性与轮胎的的正确选择,使用的关系进行了详细地论述。 相似文献
49.
A. J. C. Schmeitz M. Alirezaei 《Vehicle System Dynamics: International Journal of Vehicle Mechanics and Mobility》2016,54(4):492-509
ABSTRACTWith higher level of vehicle automation, it becomes increasingly important to know the maximum possible tyre forces during normal driving. An interesting method in this respect is estimating the tyre–road friction from the resonance peak in the wheel speed signal, excited by road roughness. A simulation environment using the MF-Swift tyre model is proposed, which gives insight in the correctness and functioning of this method. From implementing the estimation algorithm and considering the tyre torsional vibration system, it is concluded that frequencies and damping ratios can be estimated with reasonable accuracy and that the trends observed with changing road friction are consistent. Furthermore, the proposed simulation environment gives opportunity to investigate other issues like robustness of the estimation method to road roughness. Additionally, the tyre modelling aspect of the estimation method is analysed and improvements are proposed. 相似文献
50.
A. J. Tremlett D. J. N. Limebeer 《Vehicle System Dynamics: International Journal of Vehicle Mechanics and Mobility》2016,54(10):1448-1473
Variations in track temperature, surface conditions and layout have led tyre manufacturers to produce a range of rubber compounds for race events. Each compound has unique friction and durability characteristics. Efficient tyre management over a full race distance is a crucial component of a competitive race strategy. A minimum lap time optimal control calculation and a thermodynamic tyre wear model are used to establish optimal tyre warming and tyre usage strategies. Lap time sensitivities demonstrate that relatively small changes in control strategy can lead to significant reductions in the associated wear metrics. The illustrated methodology shows how vehicle setup parameters can be optimised for minimum tyre usage. 相似文献