Relevant bibliographies by topics / Wheel dynamics

Academic literature on the topic 'Wheel dynamics'

Author: Grafiati
Published: 10 December 2022
Last updated: 19 February 2023

Create a spot-on reference in APA, MLA, Chicago, Harvard, and other styles

Select a source type:

Contents

Consult the lists of relevant articles, books, theses, conference reports, and other scholarly sources on the topic 'Wheel dynamics.'

Next to every source in the list of references, there is an 'Add to bibliography' button. Press on it, and we will generate automatically the bibliographic reference to the chosen work in the citation style you need: APA, MLA, Harvard, Chicago, Vancouver, etc.

You can also download the full text of the academic publication as pdf and read online its abstract whenever available in the metadata.

Journal articles on the topic "Wheel dynamics"

1

Zhang, Tie, Jun Zhang, and Chuan Xi Sun. "The Profile Analysis of Wheels and Rails of Different Wear Stages for Heavy-Haul Wagons." Applied Mechanics and Materials 602-605 (August 2014): 291–94. http://dx.doi.org/10.4028/www.scientific.net/amm.602-605.291.

Full text
Abstract:
A large number of wheel and rail profiles of different wear stages are tracked and measured using the wheel/rail profile admeasuring apparatus for DaTong-QinHuangdao heavy-haul line. The finite element method (FEM) models and dynamic models of the contact between wheels and rails are both established for two working conditions (i.e., straight line and curve line). In addition, the corresponding parameters and indexes are obtained through the simulation and calculation. The results show that the maximum equivalent stress for the wheel profile of type II is lower than those of wheel profiles in other stages for the straight and curve lines. Its contact stress distribution is more uniform than others. The dynamics indexes including stationarity and stability of the standard wheel profiles ( i.e. LM) are the best. The indexes are gradually reduced along with the abrasion of wheel profiles. When passing the curve, the dynamics indexes of wheel profiles in each stage are reached the evaluation standard. The abrasion rate of wheels and rails can be reduced relatively when wheels are matched with the worn rails in the stable stage.
APA, Harvard, Vancouver, ISO, and other styles
2

Tu, Kuo-Yang. "A linear optimal tracker designed for omnidirectional vehicle dynamics linearized based on kinematic equations." Robotica 28, no. 7 (January 15, 2010): 1033–43. http://dx.doi.org/10.1017/s0263574709990890.

Full text
Abstract:
SUMMARYIt is difficult to design controllers for the complicated dynamics of omnidirectional vehicles steered by multiple wheels with distributed traction force. In this paper, the dynamic model of a three-wheel omnidirectional vehicle, which is linearized to simplify controller design, is developed. The conditions of making its dynamics linear are derived first. Then, a strategy of planning wheel velocities to satisfy these conditions is proposed. Consequently, three-wheel omnidirectional vehicle can be easily treated by classical linear control theories. Finally, a linear optimal tracker is designed to control the omnidirectional vehicle for desired movement trajectories. In particular, the dynamic model includes the motors installed in the three-wheel omnidirectional vehicle, making it a practical model. Three kinds of vehicle trajectories illustrate the planning of wheel trajectories for linearizing the vehicle dynamics, and simulations demonstrate the performance of the linear optimal tracker. In addition, experimental results of a practical three-wheel omnidirectional vehicle are also included.
APA, Harvard, Vancouver, ISO, and other styles
3

Hou, Maorui, Bingzhi Chen, and Di Cheng. "Study on the Evolution of Wheel Wear and Its Impact on Vehicle Dynamics of High-Speed Trains." Coatings 12, no. 9 (September 14, 2022): 1333. http://dx.doi.org/10.3390/coatings12091333.

Full text
Abstract:
Wheel wear is one of the most critical factors affecting the vehicle performances and maintenance costs of railway vehicles. However, previous research has to ignore the initial wheel-rail profiles for the evolution of wheel wear. Therefore, this work investigates the relationship between the evolution of wheel wear corresponding to different initial wheel-rail profiles and vehicle dynamics, wheel-rail deterioration. Firstly, the evolution of wheel wear during a long service period is measured from two high-speed railway trains running on two different lines. Contact geometry, e.g., equivalent conicity and contact pair distribution, are extracted. After that, the influence of wheel wear on the vehicle dynamic performance is studied using a multi-body dynamic software. The calculated contact parameters, e.g., pressure, shear traction, and creepage, are used to analyze the distribution of rolling contact fatigue. Based on the experimental and simulation results, the initial wheel and rail profiles significantly affects the wheel wear pattern, the thin rim wheel has uniform wear, and other wheels occurs hollow wear. The hollow wear can lead to gradual deterioration of vehicle dynamics, which conversely aggravates the wheel reprofiling.
APA, Harvard, Vancouver, ISO, and other styles
4

Pradhan, Smitirupa, AK Samantaray, and R. Bhattacharyya. "Multi-step wear evolution simulation method for the prediction of rail wheel wear and vehicle dynamic performance." SIMULATION 95, no. 5 (July 4, 2018): 441–59. http://dx.doi.org/10.1177/0037549718785023.

Full text
Abstract:
This paper presents a complete model to estimate the effects of wheel wear on the dynamic behavior and ride comfort of a railway vehicle. A co-simulation of the vehicle dynamics modeled in ADAMS VI-Rail and wear evolution modeled in MATLAB is performed in a loop. The outputs from the vehicle dynamics simulation are used to compute the wear evolution, which in turn affects the vehicle dynamics. The local contact parameters, such as normal contact force, tangential stresses and slip, etc., and wear distribution for each cell of the contact surface are estimated with the help of Kalker’s simplified theory of rolling contact and Archard’s wear model, respectively. The wear distribution and smoothening of the wheel profile are obtained for a short travel distance and are then scaled up for larger travel distance. The worn wheel profile is updated in the vehicle dynamics model after every 10,000 km of travel for further dynamic analysis and this process is repeated until either the critical dynamic performance or wheel wear limits are reached. Several new results emerge by considering both acceleration and braking on a tangent track with sinusoidal irregularities. Critical speed appears to increase initially and then decrease quickly, whereas worn wheels give better ride comfort in both lateral and vertical directions as compared to new wheels. According to the results in this work, wheels may be recommended for re-profiling or replacement much before the critical wear depth recommended in maintenance guidelines is reached.
APA, Harvard, Vancouver, ISO, and other styles
5

Pradhan and Samantaray. "A Recursive Wheel Wear and Vehicle Dynamic Performance Evolution Computational Model for Rail Vehicles with Tread Brakes." Vehicles 1, no. 1 (April 17, 2019): 88–114. http://dx.doi.org/10.3390/vehicles1010006.

Full text
Abstract:
The increased temperature of the rail wheels due to tread braking causes changes in the wheel material properties. This article considers the dynamic wheel material properties in a wheel wear evolution model by synergistically combining a multi-body dynamics vehicle model with a finite element heat transfer model. The brake power is estimated from the rail-wheel contact parameters obtained from vehicle model and used in a finite element model to estimate the average wheel temperature. The wheel temperature is then used for wheel wear computation and the worn wheel profile is fed to the vehicle model, thereby forming a recursive simulation chain. It is found that at a higher temperature, the softening of the rail-wheel material increases the rate of wheel wear. The most affected dynamic performance parameter of the vehicle is found to be the critical speed, which reduces sharply as the wheel wear exceeds a critical limit.
APA, Harvard, Vancouver, ISO, and other styles
6

Whitehead, J. C. "Rear Wheel Steering Dynamics Compared to Front Steering." Journal of Dynamic Systems, Measurement, and Control 112, no. 1 (March 1, 1990): 88–93. http://dx.doi.org/10.1115/1.2894144.

Full text
Abstract:
The lateral dynamics of rear wheel steering vehicles are examined using low order linear mathematical models. The response to rear steer angle inputs differs significantly from the front wheel steering response at low speeds. However, both the transient and steady state responses become less dependent on which wheels are steered as vehicle speed increases. This fact indicates that the unusual fixed control response does not alone cause rear wheel steering vehicles to be unsafe at high speeds. The free control instability unique to rear wheel steering vehicles is analyzed using a torque input model which treats steer angle as a degree of freedom. The cause of this unstable weave mode and the stable front wheel steering weave mode is a ratio of tire slip angle to steer angle in excess of unity during high speed cornering.
APA, Harvard, Vancouver, ISO, and other styles
7

Yuan, Hao Shan. "Influence of Dynamic Characteristics of Wheels between Vehicle with Traditional and Articulated Bogie." Advanced Materials Research 732-733 (August 2013): 344–47. http://dx.doi.org/10.4028/www.scientific.net/amr.732-733.344.

Full text
Abstract:
The wheel-rail combined power spectrum densities are transformed into time domain samples by IFFT method, and add abnormal corrugation samples. The samples were taken as the inputting disturbances of a vehicle-track vertical coupling dynamics model, and the interaction force of wheel/rail is calculated by the models of vehicle with traditional bogie frame and articulated frame of vehicle/track coupling system. Dynamic responses of wheels on corrugation track can be calculated. The results show that wheels vibration intensity of vehicle with articulated bogie is lower.
APA, Harvard, Vancouver, ISO, and other styles
8

Proffitt, Dennis R., Mary K. Kaiser, and Susan M. Whelan. "Understanding wheel dynamics." Cognitive Psychology 22, no. 3 (July 1990): 342–73. http://dx.doi.org/10.1016/0010-0285(90)90007-q.

Full text
APA, Harvard, Vancouver, ISO, and other styles
9

Yang, Jian Wei, Qi Long Shi, Guang Ye Zhang, and Jiao Zhang. "The Fatigue Life Simulation of the Wheel of CHR3 EMU in Random Loading." Advanced Materials Research 430-432 (January 2012): 1424–27. http://dx.doi.org/10.4028/www.scientific.net/amr.430-432.1424.

Full text
Abstract:
In order to calculate the EMU fatigue calculation of wheels, calculation of fatigue loading to obtain the wheel to solve problems, the method that makes use of multi-body dynamics simulation combined with finite element method is proposed, in time domain the wheel of CHR3 EMU in random loading is conducted the simulation study of the fatigue life. First of all, modal analysis of the wheels and wheel contact analysis are conducted in the ANSYS, and axle contact strength is also analyzed. Second, create a model of the EMU in ADAMS, and simulate to receive dynamic loading process. Finally, combined with the finite element stress method, dynamic loading time history and the linear cumulative damage rule, using ANSYS/WORKBENCH to get the fatigue life prediction chart of the wheel. It can be seen from the results, the safety factor of the most dangerous point of CRH3 EMU wheel type is 1.376, to meet fatigue life requirements, which provide a theoretical basis for the safety maintenance of the EMU.
APA, Harvard, Vancouver, ISO, and other styles
10

Kumar, Vivek, Vikas Rastogi, and PM Pathak. "Dynamic analysis of vehicle–track interaction due to wheel flat using bond graph." Proceedings of the Institution of Mechanical Engineers, Part K: Journal of Multi-body Dynamics 232, no. 3 (November 7, 2017): 398–412. http://dx.doi.org/10.1177/1464419317739754.

Full text
Abstract:
The dynamic response of a railway track under a moving train in the presence of a wheel with flat has been studied over many years. The force at the wheel–rail interface is mainly responsible for vehicle and track components deterioration and adds to the maintenance cost. So, reliable predictions of wheel–rail interaction forces are of prime concern to get the key factors responsible for damage of vehicle and track components. In most of the studies, a symmetrical vehicle–track model with linearity in track components behavior is assumed for simplification. This may lead to incorrect results in some situation. In this paper, wheel–rail impact dynamics is investigated by considering an asymmetrical vehicle–track model with due consideration to nonlinear behavior of track. Some nonlinear factors such as loss of wheel–rail contact, nonlinearity in pad, and ballast behavior are taken into consideration. A combined vehicle–track bond graph model is developed to study the wheel–track interaction dynamics. The rail is modeled as a flexible Euler Bernoulli beam resting on discrete support. The nonlinear Hertzian contact theory is used to accomplish the dynamic interactions between the vehicle and the track. Time response of forces, displacements, velocities, and accelerations of the related components of the vehicle and the track are obtained. It has been found that, though the wheel flat exists on leading right wheels, its effect has also been transferred to other components of the vehicle. The obtained results further lead to provide a better understanding of the interaction dynamics at the wheel–track interface with attention to the nonlinear behavior of pad and ballast.
APA, Harvard, Vancouver, ISO, and other styles
More sources

Dissertations / Theses on the topic "Wheel dynamics"

1

Müller, Steffen. "Linearized wheel-rail dynamics : stability and corrugation /." Düsseldorf : VDI-Verl, 1998. http://www.gbv.de/dms/bs/toc/265578795.pdf.

Full text
APA, Harvard, Vancouver, ISO, and other styles
2

Silva, Seth F. "Applied System Identification for a Four Wheel Reaction Wheel Platform." DigitalCommons@CalPoly, 2010. https://digitalcommons.calpoly.edu/theses/328.

Full text
Abstract:
Applied System Identification for a Four Wheel Reaction Wheel Platform By Seth Franklyn Silva At the California Polytechnic State University, San Luis Obispo there is a four-wheel reaction wheel pyramidal simulator platform supported by an air-bearing. This simulator has the current capability to measure the wheel speeds and angular velocity of the platform, and with these measurements, the system identification process was used to obtain the mass properties of this simulator. A handling algorithm was developed to allow wireless data acquisition and command to the spacecraft simulator from a “ground” computer allowing the simulator to be free of induced torques due to wiring. The system identification algorithm using a least squares estimation scheme was tested on this simulator and compared to theoretical analysis. The resultant principle inertia about the z-axis from the experimental analysis was 3.5 percent off the theoretical, while the other inertias had an error of up to 187 percent. The error is explained as noise attributed to noise in the measurement, averaging inconsistencies, low bandwidth, and derivation of accelerations from measured data.
APA, Harvard, Vancouver, ISO, and other styles
3

Shahzamanian, Sichani Matin. "Wheel-rail contact modelling in vehicle dynamics simulation." Licentiate thesis, KTH, Spårfordon, 2013. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-127949.

Full text
Abstract:
The wheel-rail contact is at the core of all research related to vehicle-track interaction. This tiny interface governs the dynamic performance of rail vehicles through the loads it transmits and, like any high stress concentration zone, it is subjected to serious damage phenomena. Thus, a clear understanding of the rolling contact between wheel and rail is key to realistic vehicle dynamic simulation and damage analyses. In a multi-body-system simulation package, the essentially demanding contact problem should be evaluated in about every millisecond. Hence, a rigorous treatment of the contact is highly time consuming. Simplifying assumptions are, therefore, made to accelerate the simulation process. This gives rise to a trade-off between accuracy and computational efficiency of the contact models in use. Historically, Hertz contact solution is used since it is of closed-form. However, some of its underlying assumptions may be violated quite often in wheel-rail contact. The assumption of constant relative curvature which leads to an elliptic contact patch is of this kind. Fast non-elliptic contact models are proposed by others to lift this assumption while avoiding the tedious numerical procedures. These models are accompanied by a simplified approach to treat tangential tractions arising from creepages and spin. In this thesis, in addition to a literature survey presented, three of these fast non-elliptic contact models are evaluated and compared to each other in terms of contact patch, pressure and traction distributions as well as the creep forces. Based on the conclusions drawn from this evaluation, a new method is proposed which results in more accurate contact patch and pressure distribution estimation while maintaining the same computational efficiency. The experience gained through this Licentiate work illuminates future research directions among which, improving tangential contact results and treating conformal contacts are given higher priority.

QC 20130911

APA, Harvard, Vancouver, ISO, and other styles
4

Logan, Jeffery Jay. "Control and Sensor Development on a Four-Wheel Pyramidal Reaction Wheel Platform." DigitalCommons@CalPoly, 2008. https://digitalcommons.calpoly.edu/theses/27.

Full text
Abstract:
The Pyramidal Reaction Wheel Platform, or PRWP, is used to simulate three-axis controls in a torque free space-like environment. The primary purpose of the system will be to evaluate the effects of conjoining sensors to maximize pointing accuracy. Furthermore, the system will incorporate a star tracker in conjunction with a Simulated Star Field (SSF) to better estimate the PRWP orientation. For the sake of this document, however, the goal is to implement a gyroscope, wheel rate sensors, and a make-shift accelerometer—to the PRWP—and integrate a controls algorithm such that three-axis controls are achieved for the PRWP. Three sensors were either better integrated into the system or added altogether. Tachometers were created as a form of hardware circuitry to measure each wheel rate with an accuracy of approximately 2.5 Hz (nearly 15 radians per second). The TAC board circuitry converted each motors encoder output into a speed by use of a frequency to voltage converter. Additionally, although three gyroscopes had been implemented previously, the system was better incorporated into the model such that it was directly transformed via a ROBOSTIX ADC converter before being relayed to SIMULINK via a Bluetooth link. The MEMS gyroscopes allowed for very accurate rate measurements—with a minimum resolution of approximately 0.25 radians per second. Finally, a makeshift accelerometer was incorporated into the system for the purpose of system identification. The accelerometer was incorporated into the system by utilizing a discrete time derivative of the gyroscope readings. However, thankfully a system of two accelerometers can be later utilized to achieve an accuracy of approximately 6 degrees per second-second in the x-axis and 2-3 degrees per second-second in the y- and z-axes. A controls test was performed where the starting location was qo=[0, 0, sqrt(2)/2, sqrt(2)/2] and the target location was qc=[0, 0, 0, 1]. At 80 seconds, the pointing accuracy was 70 degrees around the target and the system was unable to settle during the 80 second trial. The inaccuracy was because of the low frequency of operation of the system—1 Hz. Additionally, the platform reacts slowly to sensor readings and commands. The coupling of these issues causes the pointing accuracy to high. Furthermore, through experimental testing, the maximum wheel rate was found to be approximately 6400 RPM at a duty cycle of 50% at an 8000Hz PWM application due to the Pololu MD01B design limitations: low voltage range (up to 16V), low limit current limiter (5A), and high susceptibility to overheating for large currents.
APA, Harvard, Vancouver, ISO, and other styles
5

Hossein, Nia Saeed. "On Heavy-Haul Wheel Damages using Vehicle Dynamics Simulation." Doctoral thesis, KTH, Spårfordon, 2017. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-220344.

Full text
Abstract:
Maintenance cost is one of the important issues in railway heavy-haul operations. In most of the cases, these costs are majorly referring to reprofiling and changing the wheels of the locomotives and the wagons. The main reason of the wheel damages is usually severe wear and/or surface initiated rolling contact fatigue (RCF).This work tries to enhance and improve the knowledge of the wheel wear and RCF prediction models using dynamic simulations. While most of the contents of this study can be generalised to other operational networks, this study is focused on the locomotives and wagons of the Swedish iron-ore company LKAB. The trains are operating on the approximately 500 km long IORE line from Luleå to Narvik in the north of Sweden and Norway respectively.Firstly, a literature survey of dynamic modelling of the wagons with various three-piece bogie types is presented. Then, with concentrating on the standard three-piece bogies, parameter studies are carried out to find out what the most important reasons of wheel damages are. Moreover, the long-term stability of wheel profiles of the IORE wagons is analysed. This is done by visualising the wear and RCF evolution on the wheel profiles over 150,000km of simulated running distance.Most of the calculations for the wagons are repeated for the locomotives. However, traction and braking are also considered in the simulation model and their effects on wheel damages are briefly studied. To improve the accuracy of the wheel damage analysis, a newly developed algorithm called FaStrip is used to solve the tangential contact problem instead of FASTSIM. The damage prediction model developed in the thesis is used to study the effects of increasing axle load, correcting the track gauge, limiting the electro-dynamic braking and using a harder wheel material on the wheel life. Furthermore, a new method is developed to predict the running distance between two consecutive reprofilings due to severe surface initiated fatigue. The method is based on shakedown analysis and laboratory tests.Most of the research works in wear calculation are limited to two approaches known as wear number and Archard methods. The correlation between these two methods is studied. The possibility of using the relation between the two methods for the wear calculation process is investigated mainly to reduce the calculation time for wheel profile optimisation models.

QC 20171219

APA, Harvard, Vancouver, ISO, and other styles
6

Varnhagen, Scott Julian. "Development of Vehicle Dynamics Control for Wheel-Motored Vehicles." Thesis, University of California, Davis, 2015. http://pqdtopen.proquest.com/#viewpdf?dispub=3685305.

Full text
Abstract:

This dissertation describes a methodology for the vehicle dynamics control of a wheel motored vehicle. All theory is developed assuming that the driver has control of the front wheel steering angle, and that wheel torque is solely generated by independent wheel motors at each corner of the vehicle. Theoretical work is presented for the general case with four independent wheel motors, but can be easily reduced to a situation with only two wheel motors. Indeed, all theory developed in this work is evaluated experimentally on a production automobile converted to be driven by two independent rear wheel motors.

As opposed to directly allocating wheel torques, the proposed philosophy operates in the slip-ratio domain. Doing so helps to prevent excessive tire saturation and allows the system to adapt to changing road surfaces. To that end, this dissertation first proposes a method of estimating slip-ratio utilizing only sensors currently available on modern automobiles. A slip-ratio controller is then developed approximating the disturbance observer structure. This allows the controller to be robust to changing road surface and as a byproduct provide an accurate estimate of longitudinal tire force. Combining the estimated longitudinal tire force with the estimated slip-ratio it is then possible to ascertain some degree of tire saturation. With this in mind, an optimal control allocation problem is proposed which attempts to achieve the desired vehicle dynamics while at the same time minimizing tire saturation.

It is shown experimentally that the proposed control methodology effectively achieves desired vehicle dynamics. In addition, the system adapts its behavior to changing road surfaces resulting in optimal performance regardless of operating conditions.

APA, Harvard, Vancouver, ISO, and other styles
7

Hosseini, SayedMohammad. "A Statistical Approach to Modeling Wheel-Rail Contact Dynamics." Thesis, Virginia Tech, 2021. http://hdl.handle.net/10919/101864.

Full text
Abstract:
The wheel-rail contact mechanics and dynamics that are of great importance to the railroad industry are evaluated by applying statistical methods to the large volume of data that is collected on the VT-FRA state-of-the-art roller rig. The intent is to use the statistical principles to highlight the relative importance of various factors that exist in practice to longitudinal and lateral tractions and to develop parametric models that can be used for predicting traction in conditions beyond those tested on the rig. The experiment-based models are intended to be an alternative to the classical traction-creepage models that have been available for decades. Various experiments are conducted in different settings on the VT-FRA Roller Rig at the Center for Vehicle Systems and Safety at Virginia Tech to study the relationship between the traction forces and the wheel-rail contact variables. The experimental data is used to entertain parametric and non-parametric statistical models that efficiently capture this relationship. The study starts with single regression models and investigates the main effects of wheel load, creepage, and the angle of attack on the longitudinal and lateral traction forces. The assumptions of the classical linear regression model are carefully assessed and, in the case of non-linearities, different transformations are applied to the explanatory variables to find the closest functional form that captures the relationship between the response and the explanatory variables. The analysis is then extended to multiple models in which interaction among the explanatory variables is evaluated using model selection approaches. The developed models are then compared with their non-parametric counterparts, such as support vector regression, in terms of "goodness of fit," out-of-sample performance, and the distribution of predictions.
Master of Science
The interaction between the wheel and rail plays an important role in the dynamic behavior of railway vehicles. The wheel-rail contact has been extensively studied through analytical models, and measuring the contact forces is among the most important outcomes of such models. However, these models typically fall short when it comes to addressing the practical problems at hand. With the development of a high-precision test rig—called the VT-FRA Roller Rig, at the Center for Vehicle Systems and Safety (CVeSS)—there is an increased opportunity to tackle the same problems from an entirely different perspective, i.e. through statistical modeling of experimental data. Various experiments are conducted in different settings that represent railroad operating conditions on the VT-FRA Roller Rig, in order to study the relationship between wheel-rail traction and the variables affecting such forces. The experimental data is used to develop parametric and non-parametric statistical models that efficiently capture this relationship. The study starts with single regression models and investigates the main effects of wheel load, creepage, and the angle of attack on the longitudinal and lateral traction forces. The analysis is then extended to multiple models, and the existence of interactions among the explanatory variables is examined using model selection approaches. The developed models are then compared with their non-parametric counterparts, such as support vector regression, in terms of "goodness of fit," out-of-sample performance, and the distribution of the predictions. The study develops regression models that are able to accurately explain the relationship between traction forces, wheel load, creepage, and the angle of attack.
APA, Harvard, Vancouver, ISO, and other styles
8

Villella, Matthew G. "Nonlinear Modeling and Control of Automobiles with Dynamic Wheel-Road Friction and Wheel Torque Inputs." Thesis, Georgia Institute of Technology, 2004. http://hdl.handle.net/1853/5198.

Full text
Abstract:
This thesis presents a new nonlinear automobile dynamical model and investigates the possibility of automobile dynamic control with wheel torque utilizing this model. The model has been developed from first principles by applying classical mechanics. Inputs to the model are the four independent wheel torques, while the steer angles at each wheel are specified as independent time-varying signals. In this way, consideration of a variety of steering system architectures, including rear-wheel steer, is possible, and steering introduces time-varying structure into the vehicle model. The frictional contact at the wheel-road interface is modeled by use of the LuGre dynamic friction model. Extensions to the existing two-dimensional LuGre friction model are derived and the steady-state of the friction model is compared to existing static friction models. Simulation results are presented to validate the model mathematics and to explore automobile behavior in a variety of scenarios. Vehicle control with wheel torque is explored using the theory of input-output linearization for multi-input multi-output systems. System relative degree is analyzed and use of steady-state LuGre friction in a control design model is shown to give rise to relative degree singularities when no wheel slip occurs. Dynamic LuGre friction does not cause such singularities, but instead has an ill-defined nature under the same no-slip condition. A method for treating this ill-defined condition is developed, leading to the potential for the system to have relative degree. Longitudinal velocity control and combined longitudinal and angular vehicle velocity control are demonstrated in simulation using input-output linearization, and are shown to produce improved vehicle response as compared to the open-loop behavior of the automobile. Robustness of the longitudinal velocity control to friction model parameter variation is explored and little impact to the controller's ability to track the desired trajectory is observed.
APA, Harvard, Vancouver, ISO, and other styles
9

Shakleton, Philip Andrew. "An optimised wheel-rail contact model for vehicle dynamics simulation." Thesis, Manchester Metropolitan University, 2009. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.515184.

Full text
Abstract:
The wheel-rail interface is a complex component of the dynamic railway vehicle-track system. The wheel-rail interface governs the motion of a railway vehicle and is responsible for wheel and track damage such as wear and rolling contact fatigue. Wheelrail contact models are used extensively in railway engineering to calculate contact forces and stresses, in order to evaluate dynamic vehicle behaviour or assess track damage. Due to the complexity of the wheel-rail interaction, and computational limitations, all wheel-rail contact models make simplifying assumptions so that solutions may be obtained in an acceptable time. This thesis presents a survey of current wheel-rail contact models and theories, and associated literature, focussing on the various simplifications made by the different approaches. In order to allow an informative comparison of contact model performance a wheel-rail contact benchmark has been established, detailing carefully defined, challenging contact conditions. Interested parties were invited to submit solutions for the contact benchmark cases, and results from ten contributors were received and compared. From the analysis of current contact models and the contact benchmark results, a new wheel-rail contact model has been developed. The model is based on a novel relationship between the normal contact force and the intersecting volume found from virtually penetrating two, three dimensional contacting bodies. Results from the new contact model, named the 'Rectified Interpenetration method', were compared favourably to the recognised methods of Hertz and Kalker. To aid future validation of wheel-rail contact model and understanding of the wheel. rail interaction, a feasibility study of a new wheel-rail contact measurement technique has been undertaken. The technique is based on an established ultrasound method capable of measuring the normal contact pressure distribution for machined wheel and rail samples in laboratory conditions. The new technique aims to advance the state of the art to allow wheel-rail contact measurements under rolling conditions. The study concluded that there is scope for further development of the technique, and discusses the transitional difficulties in advancing the static method to rolling contacts.
APA, Harvard, Vancouver, ISO, and other styles
10

ZHU, JING. "Host-rotaxanes as binding agents: the effects of wheel dynamics." University of Cincinnati / OhioLINK, 2008. http://rave.ohiolink.edu/etdc/view?acc_num=ucin1214400642.

Full text
APA, Harvard, Vancouver, ISO, and other styles
More sources

Books on the topic "Wheel dynamics"

1

Dynamics of wheel-soil systems: A soil stress and deformation-based approach. Boca Raton, FL: Taylor & Francis, 2012.

Find full text
APA, Harvard, Vancouver, ISO, and other styles
2

Dżuła, Stanisław. Dynamika wirującego koła i zestawu kołowego modelowanych układami ciągłymi. Kraków: Politechnika Krakowska im. Tadeusza Kościuszki, 1995.

Find full text
APA, Harvard, Vancouver, ISO, and other styles
3

Roeder, C. W. Field measurements of dynamic wheel loads on modular expansion joints. [Olympia, Wash.]: Washington State Dept. of Transportation, 1995.

Find full text
APA, Harvard, Vancouver, ISO, and other styles
4

Gerrard, Douglas R. Dynamic control of a vehicle with two independent wheels. Monterey, Calif: Naval Postgraduate School, 1997.

Find full text
APA, Harvard, Vancouver, ISO, and other styles
5

Bosso, Nicola. Mechatronic Modeling of Real-Time Wheel-Rail Contact. Berlin, Heidelberg: Springer Berlin Heidelberg, 2013.

Find full text
APA, Harvard, Vancouver, ISO, and other styles
6

The wheels of soul in education: An inspiring international dynamic. Rotterdam: Sense, 2010.

Find full text
APA, Harvard, Vancouver, ISO, and other styles
7

Boots, hooves, and wheels: And the social dynamics behind South Asian warfare. New Delhi, India: Vij Books India Pvt. Ltd, 2015.

Find full text
APA, Harvard, Vancouver, ISO, and other styles
8

Eagle, Standing. The star portals: The dynamic of the great medicine wheel of the indigenous tribes. [United States?]: Eagle Pub., 2004.

Find full text
APA, Harvard, Vancouver, ISO, and other styles
9

Bernd, Richter, ed. Allradantriebe: Neue Entwicklungen und Trends. Braunschweig: Vieweg, 1992.

Find full text
APA, Harvard, Vancouver, ISO, and other styles
10

Pytka, Jaroslaw A. Dynamics of Wheel-Soil Systems: A Soil Stress and Deformation-Based Approach. Taylor & Francis Group, 2016.

Find full text
APA, Harvard, Vancouver, ISO, and other styles
More sources

Book chapters on the topic "Wheel dynamics"

1

Yu, Jingsheng, and Vladimir Vantsevich. "Wheel Slip Control." In Control Applications of Vehicle Dynamics, 239–50. London: CRC Press, 2021. http://dx.doi.org/10.1201/9781003134305-12.

Full text
APA, Harvard, Vancouver, ISO, and other styles
2

Schramm, Dieter, Manfred Hiller, and Roberto Bardini. "Modeling and Analysis of Wheel Suspensions." In Vehicle Dynamics, 101–41. Berlin, Heidelberg: Springer Berlin Heidelberg, 2014. http://dx.doi.org/10.1007/978-3-540-36045-2_6.

Full text
APA, Harvard, Vancouver, ISO, and other styles
3

Schramm, Dieter, Manfred Hiller, and Roberto Bardini. "Modeling and Analysis of Wheel Suspensions." In Vehicle Dynamics, 103–43. Berlin, Heidelberg: Springer Berlin Heidelberg, 2017. http://dx.doi.org/10.1007/978-3-662-54483-9_6.

Full text
APA, Harvard, Vancouver, ISO, and other styles
4

Knothe, Klaus, and Sebastian Stichel. "Modeling of Wheel/Rail Contact." In Rail Vehicle Dynamics, 33–79. Cham: Springer International Publishing, 2016. http://dx.doi.org/10.1007/978-3-319-45376-7_3.

Full text
APA, Harvard, Vancouver, ISO, and other styles
5

Yu, Jingsheng, and Vladimir Vantsevich. "Tire and Wheel Characteristics." In Control Applications of Vehicle Dynamics, 73–82. London: CRC Press, 2021. http://dx.doi.org/10.1201/9781003134305-4.

Full text
APA, Harvard, Vancouver, ISO, and other styles
6

Guiggiani, Massimo. "Mechanics of the Wheel with Tire." In The Science of Vehicle Dynamics, 7–65. Cham: Springer International Publishing, 2018. http://dx.doi.org/10.1007/978-3-319-73220-6_2.

Full text
APA, Harvard, Vancouver, ISO, and other styles
7

Guiggiani, Massimo. "Mechanics of the Wheel with Tire." In The Science of Vehicle Dynamics, 7–45. Dordrecht: Springer Netherlands, 2014. http://dx.doi.org/10.1007/978-94-017-8533-4_2.

Full text
APA, Harvard, Vancouver, ISO, and other styles
8

Guiggiani, Massimo. "Mechanics of the Wheel with Tire." In The Science of Vehicle Dynamics, 7–65. Cham: Springer International Publishing, 2022. http://dx.doi.org/10.1007/978-3-031-06461-6_2.

Full text
APA, Harvard, Vancouver, ISO, and other styles
9

Beitelschmidt, Michael, Volker Quarz, and Dieter Stüwing. "Acoustic Optimization of Wheel Sets." In Non-smooth Problems in Vehicle Systems Dynamics, 67–71. Berlin, Heidelberg: Springer Berlin Heidelberg, 2009. http://dx.doi.org/10.1007/978-3-642-01356-0_6.

Full text
APA, Harvard, Vancouver, ISO, and other styles
10

Mrutzek, Bastian, Herbert Kotzab, and Erdem Galipoglu. "The Omnichannel Retailing Capabilities Wheel: Findings of the Literature." In Dynamics in Logistics, 204–14. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-44783-0_20.

Full text
APA, Harvard, Vancouver, ISO, and other styles

Conference papers on the topic "Wheel dynamics"

1

Vantsevich, V. V. "Inverse Wheel Dynamics." In ASME 2006 International Mechanical Engineering Congress and Exposition. ASMEDC, 2006. http://dx.doi.org/10.1115/imece2006-13787.

Full text
Abstract:
Wheel dynamics is a significant component of vehicle dynamics and performance analysis. This paper presents an innovative method of studying wheel dynamics and wheel performance control based on the inverse dynamics formulation of the problem. Such an approach opens up a new way to the optimization and control of both vehicle dynamics and vehicle performance by optimizing and controlling power distribution to the drive wheels. An equation of motion of a wheel is derived first from the wheel power balance equation that makes the equation more general. This equation of motion is considered the basis for studying both direct and inverse wheel dynamics. The development of a control strategy on the basis of the inverse wheel dynamics approach includes wheel torque control that provides a wheel with both the referred angular velocity and rolling radius and also with the required functionals of quality. An algorithm for controlling the angular velocity is presented as the first part in the implementation of the developed strategy of the inverse wheel dynamics/performance control.
APA, Harvard, Vancouver, ISO, and other styles
2

KIRKNER, D., B. SPENCE, E. SCHUDT, S. KANDARPA, and M. CHAWLA. "DEPTERMINATION TIRE-WHEEL INTERFACE PRESSURE DISTRIBUTION FOR AIRCRAFT WHEELS." In 34th Structures, Structural Dynamics and Materials Conference. Reston, Virigina: American Institute of Aeronautics and Astronautics, 1993. http://dx.doi.org/10.2514/6.1993-1343.

Full text
APA, Harvard, Vancouver, ISO, and other styles
3

KANDARPA, S., B. SPENCER, JR., D. KIRKNER, and M. CHAMPION. "Determination of tire-wheel interface loads for aircraft wheels." In 33rd Structures, Structural Dynamics and Materials Conference. Reston, Virigina: American Institute of Aeronautics and Astronautics, 1992. http://dx.doi.org/10.2514/6.1992-2482.

Full text
APA, Harvard, Vancouver, ISO, and other styles
4

Vantsevich, V. V., M. S. Vysotski, and S. V. Kharytonchyk. "Control of Wheel Dynamics." In International Congress & Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1998. http://dx.doi.org/10.4271/980242.

Full text
APA, Harvard, Vancouver, ISO, and other styles
5

Pfeiffer, Friedrich. "Dynamics of Roller Coasters." In ASME 2005 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. ASMEDC, 2005. http://dx.doi.org/10.1115/detc2005-84093.

Full text
Abstract:
Roller coasters are dynamically multibody systems with unilateral contacts due to the usual raceway design including straight parts and bends. In running down such tracks and passing parts of the track with changing curvature impacts with friction are generated in the track-wheel contacts. The impacts are always connected with large overloads of the wheels sometimes leading to damages. To investigate these problems the roller coaster carriages are modelled as a non-smooth multibody system with impacts and stick-slip processes. The results in terms of wheel loads are used to improve wheel design.
APA, Harvard, Vancouver, ISO, and other styles
6

Andreev, Alexandr F., Viachaslau I. Kabanau, and Vladimir V. Vantsevich. "Wheel Power Management Systems: Dynamics and Efficiency Evaluation." In ASME 2009 International Mechanical Engineering Congress and Exposition. ASMEDC, 2009. http://dx.doi.org/10.1115/imece2009-12469.

Full text
Abstract:
In recent years, leading automotive companies have been developing various wheel power management systems for controlling power distribution among the driving wheels of all-wheel drive vehicles. Such systems being successors of tank turn/steer mechanisms have inspired new designs of wheeled vehicle driveline systems. Modern wheel power management systems usually consist of planetary transmissions with controllable clutches. The proposed paper analyzes kinematics and dynamics of main types of these systems and then the impact of the systems on the vehicle energy loading, mechanical power loss and, finally, on vehicle energy efficiency. Results of analytical research of double differentials, and open differential with three-link planetary rows are presented in comparison with traditional open differential. Conditions for providing improved energy (i.e. fuel efficiency) are formulated and then analytical representation is given to mathematically link parameters of the wheel power management systems with vehicle tread and minimal turn radius. Hence, a design engineer can assign the optimal parameters of a wheel power management system that provides improved vehicle energy/fuel efficiency.
APA, Harvard, Vancouver, ISO, and other styles
7

Schwarz, Ralf, Markus Willimowski, Rolf Isermann, and Peter Willimowski. "Improved Wheel Speed and Slip Determination Considering Influences of Wheel-Suspension Dynamics and Tire Dynamics." In SAE International Congress and Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1997. http://dx.doi.org/10.4271/971117.

Full text
APA, Harvard, Vancouver, ISO, and other styles
8

Johannsen, Andreas, and David Huddleston. "Color wheel visualizations of 2D vector fields." In 12th Computational Fluid Dynamics Conference. Reston, Virigina: American Institute of Aeronautics and Astronautics, 1995. http://dx.doi.org/10.2514/6.1995-1716.

Full text
APA, Harvard, Vancouver, ISO, and other styles
9

Pombo, J., and J. Ambro´sio. "Influence of the Wheel and Rail Interpolation Scheme on the Contact Evaluation in Railway Dynamics." In ASME 2005 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. ASMEDC, 2005. http://dx.doi.org/10.1115/detc2005-85562.

Full text
Abstract:
The dynamic behavior of the railway vehicles is strongly influenced by the complex interaction between the wheels and rails. In conventional rail vehicles the wheelsets are assembled with two wheels that are not free to rotate independently. Hence, their treads are profiled in order to allow them to negotiate curves without slipping. The dynamics of guidance depends on the wheel-rail contact forces resultant from the vehicle interaction with the track. In this work a methodology for the accurate geometric description of track models is proposed in the framework of multibody dynamics. It includes the representation of the track spatial geometry and its irregularities. The wheel and rail surfaces are parameterized with a formulation that allows using any wheel and rail profiles obtained from direct measurements or design requirements. A methodology is proposed to find online the coordinates of the contact points between wheel and rail surfaces, even for the most general three dimensional motion of the wheelset. A formulation for the description of the normal contact forces, which result from the wheel-rail interaction, is also presented. The tangential creep forces in the wheel-rail contact area are evaluated using: Kalker linear theory; Heuristic force method; Polach formulation. All methodologies proposed here are implemented in a general multibody code. The advantages and drawbacks of the computational tool are discussed with emphasis on the influence of the interpolation scheme used to parameterize the wheel and rail profiles. The discussion is supported through the dynamic analysis of the wheelset of the railway vehicle ML95 on a straight track.
APA, Harvard, Vancouver, ISO, and other styles
10

Salama, Mostafa, and Vladimir V. Vantsevich. "Mechatronics Implementation of Inverse Dynamics-Based Controller for an Off-Road UGV." In ASME 2015 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/imece2015-51010.

Full text
Abstract:
This paper presents a project developed at the University of Alabama at Birmingham (UAB) aimed to design, implement, and test an off-road Unmanned Ground Vehicle (UGV) with individually controlled four drive wheels that operate in stochastic terrain conditions. An all-wheel drive off-road UGV equipped with individual electric dc motors for each wheel offers tremendous potential to control the torque delivered to each individual wheel in order to maximize UGV slip efficiency by minimizing slip power losses. As previous studies showed, this can be achieved by maintaining all drive wheels slippages the same. Utilizing this approach, an analytical method to control angular velocities of all wheels was developed to provide the same slippages of the four wheels. This model-based method was implemented in an inverse dynamics-based control algorithm of the UGV to overcome stochastic terrain conditions and minimize wheel slip power losses and maintain a given velocity profile. In this paper, mechanical and electrical components and control algorithm of the UGV are described in order to achieve the objective. Optical encoders built-in each dc motor are used to measure the actual angular velocity of each wheel. A fifth wheel rotary encoder sensor is attached to the chassis to measure the distance travel and estimate the longitudinal velocity of the UGV. In addition, the UGV is equipped with four electric current sensors to measure the current draw from each dc motor at various load conditions. Four motor drivers are used to control the dc motors using National Instruments single-board RIO controller. Moreover, power system diagrams and controller pinout connections are presented in detail and thus explain how all these components are integrated in a mechatronic system. The inverse dynamics control algorithm is implemented in real-time to control each dc motors individually. The integrated mechatronics system is distinguished by its robustness to stochastic external disturbances as shown in the previous papers. It also shows a promising adaptability to disturbances in wheel load torques and changes in stochastic terrain properties. The proposed approach, modeling and hardware implementation opens up a new way to the optimization and control of both unmanned ground vehicle dynamics and vehicle energy efficiency by optimizing and controlling individual power distribution to the drive wheels.
APA, Harvard, Vancouver, ISO, and other styles

Reports on the topic "Wheel dynamics"

1

Akama, Shun-ichi, Yasunori Murayama, and Shigeho Sakoda. Torque Control of Rear Wheel by Using Inverse Dynamics of Rubber/Aramid Belt Continuous Variable Transmission. Warrendale, PA: SAE International, October 2013. http://dx.doi.org/10.4271/2013-32-9042.

Full text
APA, Harvard, Vancouver, ISO, and other styles
2

Wei, Fulu, Ce Wang, Xiangxi Tian, Shuo Li, and Jie Shan. Investigation of Durability and Performance of High Friction Surface Treatment. Purdue University, 2021. http://dx.doi.org/10.5703/1288284317281.

Full text
Abstract:
The Indiana Department of Transportation (INDOT) completed a total of 25 high friction surface treatment (HFST) projects across the state in 2018. This research study attempted to investigate the durability and performance of HFST in terms of its HFST-pavement system integrity and surface friction performance. Laboratory tests were conducted to determine the physical and mechanical properties of epoxy-bauxite mortar. Field inspections were carried out to identify site conditions and common early HFST distresses. Cyclic loading test and finite element method (FEM) analysis were performed to evaluate the bonding strength between HFST and existing pavement, in particular chip seal with different pretreatments such as vacuum sweeping, shotblasting, and scarification milling. Both surface friction and texture tests were undertaken periodically (generally once every 6 months) to evaluate the surface friction performance of HFST. Crash records over a 5-year period, i.e., 3 years before installation and 2 years after installation, were examined to determine the safety performance of HFST, crash modification factor (CMF) in particular. It was found that HFST epoxy-bauxite mortar has a coefficient of thermal expansion (CTE) significantly higher than those of hot mix asphalt (HMA) mixtures and Portland cement concrete (PCC), and good cracking resistance. The most common early HFST distresses in Indiana are reflective cracking, surface wrinkling, aggregate loss, and delamination. Vacuum sweeping is the optimal method for pretreating existing pavements, chip seal in particular. Chip seal in good condition is structurally capable of providing a sound base for HFST. On two-lane highway curves, HFST is capable of reducing the total vehicle crash by 30%, injury crash by 50%, and wet weather crash by 44%, and providing a CMF of 0.584 in Indiana. Great variability may arise in the results of friction tests on horizontal curves by the use of locked wheel skid tester (LWST) due both to the nature of vehicle dynamics and to the operation of test vehicle. Texture testing, however, is capable of providing continuous texture measurements that can be used to calculate a texture height parameter, i.e., mean profile depth (MPD), not only for evaluating friction performance but also implementing quality control (QC) and quality assurance (QA) plans for HFST.
APA, Harvard, Vancouver, ISO, and other styles
3

Upadhyaya, Shrini, Dan Wolf, William J. Chancellor, Itzhak Shmulevich, and Amos Hadas. Traction-Soil Compaction Tradeoffs as a Function of Dynamic Soil-Tire Interation Due to Varying Soil and Loading Conditions. United States Department of Agriculture, October 1995. http://dx.doi.org/10.32747/1995.7612832.bard.

Full text
Abstract:
The objectives of this study were to investigate soil-pneumatic tire interaction and develop traction-soil compaction prediction model. We have developed an inverse solution technique that employs a response surface methodology to determine engineering properties of soil in-situ. This technique is useful in obtaining actual properties of soil in-situ for use in traction and soil compaction studies rather than using the values obtained in the laboratory by employing remolded and/or disturbed soil samples. We have conducted extensive field tests i the U.S. to develop semi-empirical traction prediction equation for radial ply tires. A user friendly traction-soil compaction program was developed to predict tractive ability of radial ply tires using several different techniques and to estimate soil compaction induced by these tires. A traction prediction model that incorporates strain rate effects on the tractive ability of tires was developed in Israel. A mobile single wheel tester and an in-situ soil test device were developed i Israel to significantly enhance the ability of Israeli investigators to conduct traction-soil compaction research. This project has resulted in close cooperation between UCD, Technion, and ARO, which will be instrumental in future collaboration.
APA, Harvard, Vancouver, ISO, and other styles
4

Nishimura, Masatsugu, Yoshitaka Tezuka, Enrico Picotti, Mattia Bruschetta, Francesco Ambrogi, and Toru Yoshii. Study of Rider Model for Motorcycle Racing Simulation. SAE International, January 2020. http://dx.doi.org/10.4271/2019-32-0572.

Full text
Abstract:
Various rider models have been proposed that provide control inputs for the simulation of motorcycle dynamics. However, those models are mostly used to simulate production motorcycles, so they assume that all motions are in the linear region such as those in a constant radius turn. As such, their performance is insufficient for simulating racing motorcycles that experience quick acceleration and braking. Therefore, this study proposes a new rider model for racing simulation that incorporates Nonlinear Model Predictive Control. In developing this model, it was built on the premise that it can cope with running conditions that lose contact with the front wheels or rear wheels so-called "endo" and "wheelie", which often occur during running with large acceleration or deceleration assuming a race. For the control inputs to the vehicle, we incorporated the lateral shift of the rider's center of gravity in addition to the normally used inputs such as the steering angle, throttle position, and braking force. We compared the performance of the new model with that of the conventional model under constant radius cornering and straight braking, as well as complex braking and acceleration in a single (hairpin) corner that represented a racing run. The results showed that the new rider model outperformed the conventional model, especially in the wider range of running speed usable for a simulation. In addition, we compared the simulation results for complex braking and acceleration in a single hairpin corner produced by the new model with data from an actual race and verified that the new model was able to accurately simulate the run of actual MotoGP riders.
APA, Harvard, Vancouver, ISO, and other styles
5

Heymsfield, Ernie, and Jeb Tingle. State of the practice in pavement structural design/analysis codes relevant to airfield pavement design. Engineer Research and Development Center (U.S.), May 2021. http://dx.doi.org/10.21079/11681/40542.

Full text
Abstract:
An airfield pavement structure is designed to support aircraft live loads for a specified pavement design life. Computer codes are available to assist the engineer in designing an airfield pavement structure. Pavement structural design is generally a function of five criteria: the pavement structural configuration, materials, the applied loading, ambient conditions, and how pavement failure is defined. The two typical types of pavement structures, rigid and flexible, provide load support in fundamentally different ways and develop different stress distributions at the pavement – base interface. Airfield pavement structural design is unique due to the large concentrated dynamic loads that a pavement structure endures to support aircraft movements. Aircraft live loads that accompany aircraft movements are characterized in terms of the load magnitude, load area (tire-pavement contact surface), aircraft speed, movement frequency, landing gear configuration, and wheel coverage. The typical methods used for pavement structural design can be categorized into three approaches: empirical methods, analytical (closed-form) solutions, and numerical (finite element analysis) approaches. This article examines computational approaches used for airfield pavement structural design to summarize the state-of-the-practice and to identify opportunities for future advancements. United States and non-U.S. airfield pavement structural codes are reviewed in this article considering their computational methodology and intrinsic qualities.
APA, Harvard, Vancouver, ISO, and other styles
6

DeSantis, John, and Jeffery Roesler. Longitudinal Cracking Investigation on I-72 Experimental Unbonded Concrete Overlay. Illinois Center for Transportation, February 2022. http://dx.doi.org/10.36501/0197-9191/22-002.

Full text
Abstract:
A research study investigated longitudinal cracking developing along an experimental unbonded concrete overlay (UBOL) on I-72 near Riverton, Illinois. The project evaluated existing literature on UBOL (design, construction, and performance), UBOL case studies, and mechanistic-empirical design procedures for defining the mechanisms that are contributing to the observed distresses. Detailed distress surveys and coring were conducted to assess the extent of the longitudinal cracking and faulting along the longitudinal lane-shoulder joint. Coring over the transverse contraction joints in the driving lane showed stripping and erosion of the dense-graded hot-mix asphalt (HMA) interlayer was the primary mechanism initiating the longitudinal cracks. Cores from the lane-shoulder joint confirmed stripping and erosion was also occurring there and leading to the elevation difference between the driving lane and shoulder. Field sections by surrounding state departments of transportation (DOTs), such as Iowa, Michigan, Minnesota, Missouri, and Pennsylvania, with similar UBOL design features to the I-72 section were examined. Site visits were performed in Illinois, Michigan, Minnesota, and Pennsylvania, while other sections were reviewed via state DOT contacts as well as Google Earth and Maps. Evidence from other DOTs suggested that HMA interlayers, whether dense graded or drainable, could experience stripping, erosion, and instability under certain conditions. An existing performance test for interlayers, i.e., Hamburg wheel-tracking device, and current models reviewed were not able to predict the distresses on I-72 eastbound. Adapting a dynamic cylinder test is a next step to screen HMA interlayers (or other stabilized layers) for stripping and erosion potential. To slow down the cracking and faulting on I-72 eastbound, sealing of the longitudinal lane-shoulder joint and driving lane transverse joints is suggested. To maximize UBOL service life, an HMA overlay will minimize water infiltration into the interlayer system and significantly slow down the HMA stripping and erosion mechanism that has led to longitudinal cracking and lane-shoulder faulting.
APA, Harvard, Vancouver, ISO, and other styles
7

Event-Triggered Adaptive Robust Control for Lateral Stability of Steer-by-Wire Vehicles with Abrupt Nonlinear Faults. SAE International, July 2022. http://dx.doi.org/10.4271/2022-01-5056.

Full text
Abstract:
Because autonomous vehicles (AVs) equipped with active front steering have the features of time varying, uncertainties, high rate of fault, and high burden on the in-vehicle networks, this article studies the adaptive robust control problem for improving lateral stability in steer-by-wire (SBW) vehicles in the presence of abrupt nonlinear faults. First, an upper-level robust H∞ controller is designed to obtain the desired front-wheel steering angle for driving both the yaw rate and the sideslip angle to reach their correct values. Takagi-Sugeno (T-S) fuzzy modeling method, which has shown the extraordinary ability in coping with the issue of nonlinear, is applied to deal with the challenge of the changing longitudinal velocity. The output of the upper controller can be calculated by a parallel distributed compensation (PDC) scheme. Then an event-triggered adaptive fault-tolerant lower controller (ET-AFTC) is proposed to drive the whole SBW system driving the desired steering angle offered by the upper controller with fewer communication resources and strong robustness. By employing a backstepping technique, the tracking performance is improved. The dynamic surface control (DSC) approach is used to avoid the problem of repeated differentiations, and Nussbaum function is adopted to overcome the difficulty of unknown nonlinear control gain. Both the stability of the upper and lower controllers can be guaranteed by Lyapunov functions. Finally, the simulations of Matlab/Simulink are given to show that the proposed control strategy is effectively able to deal with the abrupt nonlinear fault via less communication resources and perform better in ensuring the yaw stability of the vehicle.
APA, Harvard, Vancouver, ISO, and other styles
You might also be interested in the extended bibliographies on the topic 'Wheel dynamics' for particular source types:
Journal articles Dissertations / Theses Books
We offer discounts on all premium plans for authors whose works are included in thematic literature selections. Contact us to get a unique promo code!

To the bibliography