Lokale Effekte der Reibung zwischen Pkw-Reifen und Fahrbahn

Application of tire sensors for an integrated approach to evaluate longitudinal tire characteristics for braking performance

“…However, depending on a finite maximum friction coefficient and the pressure distribution, a considerable area of sliding at the rear edge may only be observed or measured, after some slip has developed. Such measured slip values are generally in good agreement with investigations published with the “Darmstädter Reifensensor” (tire sensor), where a sensor was inserted into the tire tread 18,24 already 20 years ago. Adhesive contact between bristles and contact surface will break at lower deformation, if the maximum friction coefficient is lower, and a measurable level of sliding with the method described above will occur at lower slip values, here called slip at “measured minimum level of sliding.” Also the corresponding slip at maximum friction coefficient, based on the steady-state tire characteristics, which is closely related to the slip stiffness, see (8) and (7), can be related to the transition from adhesion to sliding, based on the tire accelerometer measurements.…”

“…This corresponds to the control objective of the ABS to keep the tire within the slip range, where it transfers the largest possible braking forces. 24 Nevertheless, since present-day ABS generation controls tire slip at high frequencies, a continuous shift of size of area of adhesion and sliding is expected during full braking maneuvers.…”

Measuring system for investigation of tri-axial stress distribution across the tyre–road contact patch

“…Such measuring equipments were designed and manufactured at the Technical University of Darmstadt [16][17][18][19][20]. The construction of the equipment includes Hall sensors and a permanent magnet.…”