First Order Tire Dynamics

Rill, Georg

doi:10.1007/1-4020-5370-3_776

Cited by 31 publications

(20 citation statements)

References 1 publication

Supporting

Mentioning

Contrasting

Order By: Relevance

“…For this reason the 4 degrees threshold was selected. The selection of a 4 degrees threshold is supported by the work presented in [30] where the author has shown that the tyre's relaxation length reduces with slip angle and that at 4 degrees the relaxation length reduces to between 20% and 30% of its length compared to 0 degrees, whereas at 2 degrees of slip angle the relaxation length is still between 40% and 60% compared to 0 degrees. This suggests that using a faster slip angle rate at slip angles greater than 4 degrees will generate data with not only low thermal hysteresis but also the mechanical hysteresis will be low due to the significantly reduced relaxation lengths in this region.…”

Section: Sweep Shape -Shark Toothmentioning

confidence: 99%

A new efficient free-rolling tyre-testing procedure for the parameterisation of vehicle dynamics tyre models

Smith¹,

Blundell

2016

Proceedings of the Institution of Mechanical Engineers, Part D:

View full text Add to dashboard Cite

This paper describes an efficient tyre test procedure that can be used to gather the data required to parameterise empirical tyre models used in the computer simulation of vehicle dynamics. The new GS2MF FreeRolling test procedure builds on established methodologies, such as the TIME and MICH2MF methods developed as alternatives to traditional square matrix testing. The new process is designed to reduce the number of expensive tyre tests without compromising the accuracy of the generated tyre model parameters. The process is demonstrated by a programme of tyre testing carried out using the Calspan flat-belt tyre testing facility in the USA and it is shown here how the GS2MF test procedure can be used more efficiently to parameterise the pure lateral and self-aligning moment components for the well-known Magic Formula tyre model. This is achieved using a 'cruise' type procedure which is more representative of conditions existing while driving a real vehicle. During the test, a novel automated logic approach is also proposed to manage the tyre temperature. Finally, graph sweeps are introduced at the start and end of the test, allowing a judgement to be made as to the influence of tyre wear on data obtained throughout the test. The development of accurate and representative tyre models remains a significant challenge as vehicle manufacturers target increased use of virtual prototypes and simulation. This work contributes to this challenge by improving the efficiency of the expensive testing process needed to parameterise the models. KeywordsTyre testing, GS2MF, free rolling tyre test, tyre modelling, Magic Formula, vehicle dynamics 1 Tyre CAE and Modelling Consultants, Banbury, Oxfordshire, UK 2 Mobility and Transport Research Centre, Coventry University, U.K. Corresponding author:Gregory Smith, Tyre CAE and Modelling Consultants, Lawn Hill Cottage, Appletree, Oxfordshire. OX17 1ET Email: gregorysmithuk@gmail.com IntroductionThe use of computer models and virtual simulation in vehicle development has grown significantly within all areas of the automotive industry. The overall impetus for this is driven by the requirements to reduce cost, improve repeatability and avoid, where possible, the necessity to conduct dangerous manoeuvres at the proving ground. This overall area of activity is recognised as critical in the drive towards the more extended use of virtual prototypes and the ambition to enable total virtual sign-off of new vehicle designs. In some areas the methodologies applied to the modelling of vehicle systems and components are well established. In other areas further development is needed. Of these, the modelling of the pneumatic tyre to support the simulation of vehicle dynamics studies into ride and handling [1, 2] remains one of the most challenging and is the subject of advanced and specialist research. Studies for example into areas such as braking [3] or anti-lock braking systems [4] will require an understanding of the longitudinal force in the tyre as it varies with slip ratio while for v...

show abstract

Section: Sweep Shape -Shark Toothmentioning

confidence: 99%

A new efficient free-rolling tyre-testing procedure for the parameterisation of vehicle dynamics tyre models

Smith¹,

Blundell

2016

Proceedings of the Institution of Mechanical Engineers, Part D:

View full text Add to dashboard Cite

show abstract

“…An engine model provides the engine torque and the related cyclic irregularities [2,20]. A tire model with wheel load dependency and transient behavior provides for its part the longitudinal tire force [21][22][23]. The vertical wheel load is computed with a suspension model coupled with a pitch model [15,16].…”

Section: Overview Of the Proposed Drivetrain Modelmentioning

confidence: 99%

“…Semi-physical tire models already induces a notable complexity, since a large number of parameters is needed (e.g. about 190 parameters for the SWIFT-model) [23]. Generally, the widespread used Pacejka model -also known as Magic Formula (MF) -is considered as presenting the best properties in comparison with the Burckhardt model or the Highway-Safety-Research-Insti tute-model [21,37].…”

Section: Wheel and Tire Modelmentioning

confidence: 99%

See 1 more Smart Citation

Automotive drivetrain model for transmission damage prediction

et al. 2015

View full text Add to dashboard Cite

“…The generated longitudinal force however has a small phase lag compared to the slip-ratio, [7], [8]. The phase lag is partially attributed to the transient transfer of the longitudinal forces generated at the contact to the wheel hub due to the tyre inertia.…”

Section: Introductionmentioning

confidence: 99%

Digital image correlation techniques for measuring tyre–road interface parameters: Part 2 – Longitudinal tyre slip ratio measurement

Botha

Schalk

2015

Journal of Terramechanics

View full text Add to dashboard Cite

Measurement of tyre longitudinal slip-ratio is often estimated from three independent measurements devices namely wheel rotation speed, vehicle speed and tyre rolling radius. This produces an expensive measurement system to indirectly determine the slip-ratio. This paper presents a method by which the slip-ratio is determined from a video camera using digital image correlation techniques. The camera, mounted in such a way that the contact patch region is captured, enables the system to measure the tyre tread speed and ground speed at the contact patch. The slip-ratio is then determined from these two measurements.

show abstract

First Order Tire Dynamics

Cited by 31 publications

References 1 publication

A new efficient free-rolling tyre-testing procedure for the parameterisation of vehicle dynamics tyre models

A new efficient free-rolling tyre-testing procedure for the parameterisation of vehicle dynamics tyre models

Automotive drivetrain model for transmission damage prediction

Digital image correlation techniques for measuring tyre–road interface parameters: Part 2 – Longitudinal tyre slip ratio measurement

Contact Info

Product

Resources

About