The influence of the contact features on the tyre wear in steady-state conditions

Abstract

This paper focuses on invetigating the relationship between the contact features of the tyres and the tyre wear in a quantitative sense as a function of the tyre structure and the manoeuvre parameters by utilizing a modified theoretical tyre wear model. The modified tyre wear model was developed by combining a modified ring model for the tyres and a modified brush model and was validated. The model parameters were also identified by physical experiments. Moreover, the contact features were characterized as the contact length, the asymmetry factor and the rolling resistance shift in order to investigate the influence of the contact features on the tyre wear. The amount of wear versus the three key variables of the contact features with variations in the tyre parameters was plotted and analysed. The results show that the maximum normal contact pressure does not play the most important role in the tyre wear. An increase in the damping coefficient can lead to an increase in the tyre wear, whereas increases in the effective elastic constant, the effective bending density and the effective bending stiffness result in a decrease in wear. The three key variables of the contact features increase with increasing vertical load, increasing rolling velocity and increasing damping coefficient and with decreasing inflation pressure and decreasing effective bending stiffness. The tyre wear follows the same trend when the three key variables increase or decrease synchronously. This analysis provides a quantitative indication of the relationship between the contact features and the tyre wear in order to obtain guidelines for tyre manufacturers on how to achieve less tyre wear.

Tire Wear Particle Hot Spots – Review of Influencing Factors

“…If the central value in each category is considered, then the correlation is almost linear. This is consistent with [7,33,34]. A rough approximation can be given as 10 3 67 10 m…”

“…However, they may have great impact.  balancing of wheels: imbalances cause increase in W [21]  tire pressure: lower pressure increases W [21,34,37]  temper of driver: 6.2 fold in W between drivers on the same course [33], or 1.4 fold within the same convoy [21] As a consequence, even identical vehicles with identical tires may have different average wear rates. In the study of Gebbe [22], authors identified 4 recurring passenger cars and 3 commercial vehicles with up to 20 units each and compared their wear rate.…”

Exhaust and non-exhaust emissions from conventional and electric vehicles: A comparison of monetary impact values

“…Non-exhaust airborne particles from traffic are generated from tyre wear, brake wear, and road surface wear, and the resuspension of deposited material that already existed on-road owing to vehicle-induced turbulence (Amato et al, 2011). Each of the non-exhaust airborne particles' sources is closely related to vehicle weight (Simons, 2016;Timmers and Achten 2016;Timmers and Achten, 2018;Wang et al, 2017). The conversion of ICE passenger car to an equivalent EV causes an increase in vehicle weight due to the heavier battery pack compared to an equivalent conventional engine.…”

Introduction

“…Despite the replacement of asbestos and a gradual elimination of copper in brake pad materials, they have environmental consequences. Wahlström et al (2010 [140]) indicated that the low metallic (LM) pads showed higher friction performance and caused more wear to the rotor than the non-asbestos organic (NAO) pads, resulting in higher mass losses and more concentrations of airborne wear particles. Although there were variations in the measured particle concentrations, similar size distributions of airborne wear particles were obtained regardless of the pad material.…”