Modelling transient response using PAC 2002-based tyre model

Shaju, Aashish; Pandey, Ashok Kumar

doi:10.1080/00423114.2020.1802048

Cited by 18 publications

(3 citation statements)

References 28 publications

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“…This approach was introduced in [19,20] as an approximation of the stretched-string tyre model and then extended towards more complex applications to include camber-related effects. Analogous pragmatic formulations may be also found in [39][40][41][42]. The effectiveness of this approach has also motivated its integration with the LuGre formulation in [43,44].…”

Section: List Of Symbols Forces and Moments Q Tmentioning

confidence: 99%

Analytical results in transient brush tyre models: theory for large camber angles and classic solutions with limited friction

et al. 2021

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This paper establishes new analytical results in the mathematical theory of brush tyre models. In the first part, the exact problem which considers large camber angles is analysed from the perspective of linear dynamical systems. Under the assumption of vanishing sliding, the most salient properties of the model are discussed with some insights on concepts as existence and uniqueness of the solution. A comparison against the classic steady-state theory suggests that the latter represents a very good approximation even in case of large camber angles. Furthermore, in respect to the classic theory, the more general situation of limited friction is explored. It is demonstrated that, in transient conditions, exact sliding solutions can be determined for all the one-dimensional problems. For the case of pure lateral slip, the investigation is conducted under the assumption of a strictly concave pressure distribution in the rolling direction.

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Section: List Of Symbols Forces and Moments Q Tmentioning

confidence: 99%

Analytical results in transient brush tyre models: theory for large camber angles and classic solutions with limited friction

et al. 2021

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“…The most important tire characteristics, on which tire pressure has effect, are the tire friction coefficient, longitudinal, vertical, and slip stiffness of a tire. The longitudinal properties of the tire mainly reflect the change in the longitudinal force of the tire caused by the tire longitudinal slip stiffness (Pandey and Shaju, 2020). Tires show various longitudinal stiffness with different pressures in contact surface area (Blundell and Harty, 2015).…”

Section: Introductionmentioning

confidence: 99%

Experimental investigation on effect of variations in tire pressure on control performance of ABS under µ-jump road conditions based on tire operating parameters

Köylü

Tural

2023

Transactions of the Institute of Measurement and Control

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The changes in tire pressure will cause braking force to significantly vary due to the change in the tire-to-road contact during hard braking. The most important reason of this issue is the changes in road contact because of the changes in the vertical stiffness and slip stiffness of tire, as tire pressure varies. Therefore, in this study, it was aimed to investigate the effects of the tire pressure on anti-lock brake system (ABS) control performance through vertical and slip stiffness of tire. For this, first, the friction coefficient extended to tire pressure was integrated into the braking dynamics equations using the magic tire model. In this way, the effects of tire pressure were analytically revealed on braking performance. Then, taking into account the theoretical results, ABS braking tests were carried out with three different tire pressures: higher (38 psi) and lower (25 psi) tire pressure than the nominal (33 psi) tire pressure. In experimental studies, tests were carried out for braking initial speeds 30 and 60 km/h with the same tire pressures in µ-jump road conditions. In this way, the effects of the tire pressure were experimentally investigated on control performance of ABS under critical road conditions. At 33 psi tire pressure, the highest brake pressure was observed when switching to wet roads. At 25 psi tire pressure, the brake pressure did not build up in time. This showed that low tire pressure causes brake pressure to increase with a delay. On the slippery part, the lock-up limit is closer at 38 psi tire pressure. Therefore, it was seen that the decrease and increase in tire pressure have great effect on control performance of ABS under µ-jump road conditions.

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“…The current transient tire model mainly studies the time domain response and stability characteristics of tire forces under certain working conditions, such as slip angle, yaw angle or turn slip step change, like stretchedstring model, transient brush model, etc. [10][11][12][13][14][15][16] There are few studies on tire force characteristics with step change of road adhesion coefficient.…”

Section: Introductionmentioning

confidence: 99%

Analysis of transient longitudinal dynamic behavior of tire on μ-step road

Wei

et al. 2022

Proceedings of the Institution of Mechanical Engineers, Part D:

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In this paper, the variation of tire longitudinal force and vehicle motions is studied when vehicle passing through the boundary of two road surfaces with different friction coefficient. The critical longitudinal slip of total sliding on the front and back roads is obtained by theoretical analysis. Then the variation of longitudinal force in different range of longitudinal slip is analyzed and a mathematical model is established to describe the transient force characteristics of tire. The longitudinal force, the longitudinal slip, the forward speed, and the angular velocity of the wheel on μ-step road are tested experimentally for different initial longitudinal slips, compared the tested results with those calculated by mathematical model. The results show that the initial longitudinal slip before passing through the road boundary is directly related to the change of longitudinal force and vehicle motions. The larger the initial longitudinal slip is, the more obvious the transient characteristics of the tire will be. For the vehicle driving from high-adhesion-road to low-adhesion-road. When the initial longitudinal slip is small, the longitudinal force decreases rapidly at first, and then quickly returns to the original value and remains constant on the low-adhesion-road. When the initial longitudinal slip exceeds the maximum recoverable longitudinal slip, the reduced longitudinal force cannot be recovered or can only be partially recovered on the low-adhesion-road. For the case of low-adhesion-road to high-adhesion-road, the longitudinal force will continue to increase as the tire passes through the boundary, and then gradually decrease to the original value when contact area passes through the boundary completely. In generally, the increased initial slip rate will not cause the longitudinal force irrecoverable. The relevant conclusions can provide theoretical references for vehicle dynamics and ABS control.

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Modelling transient response using PAC 2002-based tyre model

Cited by 18 publications

References 28 publications

Analytical results in transient brush tyre models: theory for large camber angles and classic solutions with limited friction

Analytical results in transient brush tyre models: theory for large camber angles and classic solutions with limited friction

Experimental investigation on effect of variations in tire pressure on control performance of ABS under µ-jump road conditions based on tire operating parameters

Analysis of transient longitudinal dynamic behavior of tire on μ-step road

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