Letteratura scientifica selezionata sul tema "Tire-Wheel assembly"
Cita una fonte nei formati APA, MLA, Chicago, Harvard e in molti altri stili
Consulta la lista di attuali articoli, libri, tesi, atti di convegni e altre fonti scientifiche attinenti al tema "Tire-Wheel assembly".
Accanto a ogni fonte nell'elenco di riferimenti c'è un pulsante "Aggiungi alla bibliografia". Premilo e genereremo automaticamente la citazione bibliografica dell'opera scelta nello stile citazionale di cui hai bisogno: APA, MLA, Harvard, Chicago, Vancouver ecc.
Puoi anche scaricare il testo completo della pubblicazione scientifica nel formato .pdf e leggere online l'abstract (il sommario) dell'opera se è presente nei metadati.
Articoli di riviste sul tema "Tire-Wheel assembly"
1
Rhyne, T. B., R. Gall e L. Y. Chang. "Influence of Rim Run-Out on the Nonuniformity of Tire-Wheel Assemblies". Tire Science and Technology 22, n. 2 (1 aprile 1994): 99–120. http://dx.doi.org/10.2346/1.2139538.
Testo completoAbstract (sommario):
Abstract An analytical membrane model is used to study how wheel imperfections are converted into radial force variation of the tire-wheel assembly. This model indicates that the radial run-out of the rim generates run-out of the tire-wheel assembly at slightly less than the one to one ratio that was expected. Lateral run-out of the rim is found to generate radial run-out of the tire-wheel assembly at a ratio that is dependent on the tire design and the wheel width. Finite element studies of a production tire validate and quantify the results of the membrane model. Experiments using a specially constructed precision wheel demonstrate the behavior predicted by the models. Finally, a population of production tires and wheels show that the lateral run-out of the rims contribute a significant portion to the assembly radial force variation. These findings might be used to improve match-mounting results by taking lateral rim run-out into account.
2
Zhou, Yaoqun, Frank Gauterin, Hans-Joachim Unrau e Michael Frey. "Experimental Study of Tire-Wheel-Suspension Dynamics in Rolling over Cleat and Abrupt Braking Conditions". Tire Science and Technology 43, n. 1 (1 aprile 2015): 42–71. http://dx.doi.org/10.2346/tire.15.430102.
Testo completoAbstract (sommario):
ABSTRACT The braking performance of recent vehicles is controlled by the interaction between the antilock braking system (ABS) and the transmitted force between road and tire. Because of tire and suspension elasticity, an abrupt braking or the ABS regulation initiates tire belt and wheel axle oscillations, which lead to a closed loop of acceleration and force transmission in the tire-wheel-suspension assembly in both translational and rotational directions. As a result, the oscillation of wheel slip and wheel load can influence the force transmission potential in the contact patch and thus the braking distance as well. The objective of the presented study is to investigate the influence of the tire-wheel-suspension dynamics on the force transmission potential between tire and road. To obtain acceleration and force dynamics in the tire-wheel-suspension assembly without inducing the influence from other vehicle components, a McPherson suspension was isolated from a real car and adapted to the inner drum test bench at the Karlsruhe Institute of Technology, Institute of Vehicle System Technology. After mounting different tires, measurements were carried out under various driving conditions. First, tire measurements with a measuring hub were done on the test bench to obtain both quasistatic characteristics and dynamic response in rolling over cleat. Second, different tire-wheel-suspension assemblies were driven on the test bench while the wheel brake was initiated by a hydraulic braking system based on a modified ESP control unit. This modified unit allows generation of abrupt braking pressure slopes by a direct control of the valves. The accelerations of different wheel-suspension components and forces in the links were measured. In this article, the experimental study of the dynamics of a run-flat and a standard tire and their respective coupled assembly with the suspension excited by rolling over cleat and abrupt braking is presented. After a description of the experimental setup, the results of tire-wheel-suspension dynamics of two different tires will be analyzed, interpreted, and compared. Furthermore, a simulation model of the tire-wheel-suspension assembly with the FTire model and dynamic models of suspension components will be built up.
3
Ni, E. J. "A Mathematical Model for Tire/Wheel Assembly Balance". Tire Science and Technology 21, n. 4 (1 ottobre 1993): 220–31. http://dx.doi.org/10.2346/1.2139530.
Testo completoAbstract (sommario):
Abstract A mathematical model is developed to calculate the weight required on a tire/wheel assembly to balance wheel nonuniformity effects such as the lateral runout. A finite element model of a tire mounted on a rigid wheel is used to simulate the free spinning about a skewed axis. The result showed that Euler's equation of motion in rigid body dynamics can be used to calculate the imbalance caused by wheel lateral runout. This equation is then used in a Monte Carlo model to simulate a production distribution. The model can be used to define tire and wheel specification limits, and to predict the number of assemblies that will have unacceptable imbalances. The verification of the model and results of the Monte Carlo simulation are presented.
4
Yu, H. J., e H. Aboutorabi. "Dynamics of Tire, Wheel, and Suspension Assembly". Tire Science and Technology 29, n. 2 (1 aprile 2001): 66–78. http://dx.doi.org/10.2346/1.2135232.
Testo completoAbstract (sommario):
Abstract A combined tire, wheel, and suspension FE model is described. The system simulates the tire mounted on the vehicle. The natural frequencies are calculated successfully for this highly non-linear system where the tire is in the inflated and loaded condition. The random vibration response of the model to the road roughness is calculated.
5
Schuring, D. J. "Uniformity of Tire-Wheel Assemblies". Tire Science and Technology 19, n. 4 (1 ottobre 1991): 213–36. http://dx.doi.org/10.2346/1.2141716.
Testo completoAbstract (sommario):
Abstract Interactions between the tire and wheel of an assembly are adding extra nonuniformities to those of the tire and wheel themselves. The additional nonuniformities are not small. In one example their average effect on the radial force was 25 to 30 N for two commercial wheels, and 10 N for a precision-machined wheel. Interaction forces are acting randomly and hence are seriously disturbing any tire-wheel matching effort. A simple statistical model is suggested, describing their distribution and allowing an estimation of their effects on tire-wheel matching. At this time no leading cause for the existence of interaction forces is known; they seem to accrue from many different minor sources. It is to be hoped that the continuous refinements achieved in the tire and wheel manufacturing processes will eventually reduce all non-uniformities, including interaction forces, to levels that would render tire-wheel matching unnecessary.
6
Zhao, Wei, Xiandong Liu, Yingchun Shan e Tian He. "Design and simulation of Helmholtz resonator assembly used to attenuate tire acoustic cavity resonance noise". INTER-NOISE and NOISE-CON Congress and Conference Proceedings 263, n. 6 (1 agosto 2021): 942–53. http://dx.doi.org/10.3397/in-2021-1706.
Testo completoAbstract (sommario):
Tire acoustic cavity resonance noise (TACRN) is a typical annoying lower-frequency interior noise of a passenger car. The widely used attenuating method of attaching the porous sound absorption material in tire cavity can reduce TACRN effectively, but causes the increase of tire-wheel assembly weight and cost, also the poor durability. Additionally, the Helmholtz resonator (HR) is also used in the wheel of some cars although having only narrow effective band. The existing investigation shows that the frequency of TACRN varies with the car speed and load and also has the split characteristics. The change of TACRN frequency causes a certain difficulty to suppress TACRN effectively. Aiming at this problem, in this paper, TACRN frequency range of a specific tire cavity under different operating conditions is first calculated and analyzed. Then, for a specific aluminum alloy wheel, a HR assembly including several HRs is designed to make the natural frequencies of HR assembly cover the TACRN frequencies. Finally, the reduction effect of TACRN is simulated and evaluated by comparing the sound fields in tire cavity with/without HR assembly under same volume velocity sound source. This work is helpful for attenuating TACRN effectively under the changing operating conditions.
7
Tanno, Atsushi. "Tire wheel assembly and noise-reducing device". Journal of the Acoustical Society of America 128, n. 4 (2010): 2254. http://dx.doi.org/10.1121/1.3500770.
Testo completo
8
Dohrmann, C. R. "DYNAMICS OF A TIRE–WHEEL–SUSPENSION ASSEMBLY". Journal of Sound and Vibration 210, n. 5 (marzo 1998): 627–42. http://dx.doi.org/10.1006/jsvi.1997.1332.
Testo completo
9
Vallim, Matheus de B., José M. C. Dos Santos e Argemiro L. A. Costa. "Motorcycle Analytical Modeling Including Tire–Wheel Nonuniformities for Ride Comfort Analysis". Tire Science and Technology 45, n. 2 (1 aprile 2017): 101–20. http://dx.doi.org/10.2346/tire.17.450202.
Testo completoAbstract (sommario):
ABSTRACT The transmission of vibrations in motorcycles and their perception by the passengers are fundamental in comfort analysis. Tire nonuniformities can generate self-excitations at the rotational frequency of the wheel and contribute to the ride vibration environment. In this work a multi-body motorcycle model is built to evaluate the ride comfort with respect to tire nonuniformities. The aim is to obtain a multi–degrees-of-freedom dynamic model that includes both the contributions of the motorcycle and tire–wheel assembly structures. This representation allows the tire nonuniformities to predict the vertical force variations on the motorcycle and can be used through a root mean square acceleration evaluation for ride comfort analysis. The motorcycle model proposed is a 10-degrees-of-freedom system, where each tire–wheel is a 4-degrees-of-freedom model. The tire–wheel assemblies include two types of nonuniformities: lumped mass imbalance and radial run-out. Simulations of analytical models are compared with experimental tests.
10
Iizuka, Hideo, Nobuhiro Ide, Katsutoshi Nakatsu, Hiroshi Yoshimoto e Kazuo Sato. "Odd-Mode-Excited Tire-Wheel Assembly for Tire Pressure Monitoring Systems". IEEE Transactions on Antennas and Propagation 60, n. 4 (aprile 2012): 2063–70. http://dx.doi.org/10.1109/tap.2012.2186246.
Testo completoTesi sul tema "Tire-Wheel assembly"
1
Carvalho, Antoine. "Contrôle actif de l'ensemble roue-pneu pour la réduction de la transmission vibratoire solidienne". Electronic Thesis or Diss., Lyon, INSA, 2024. http://www.theses.fr/2024ISAL0073.
Testo completoAbstract (sommario):
L’impact du bruit sur l’humain est de plus en plus au centre des problématiques de santé. Dans une politique de compétitivité industrielle intense, ces questionnements sont au cœur du secteur automobile. C’est le cas de celui des pneumatiques. Avec l’essor des véhicules électriques, le bruit de roulement jusqu’alors masqué par d’autres sources de pollutions sonores émanantes des véhicules pose un réel problème de confort pour les passagers. La structure des véhicules, les pneumatiques ainsi que les systèmes de suspensions permettent d’atténuer certains effets indésirables du contact pneu-chaussée à hautes et basses fréquences. Cependant peu de solutions techniques sont déployées pour traiter les phénomènes vibratoires transmis par les ensembles montés entre 200 et 500 Hz. Une des raisons est que ces assemblage roue-pneu présentent une dynamique complexe dépendante de multiples facteurs, tel que la pression de gonflage, le chargement ou encore la vitesse de rotation. Cette thèse est articulée autour de trois axes : l’approfondissement de la compréhension du comportement dynamique des assemblages roue-pneu, la mise au point et maîtrise d’un ensemble de dispositifs expérimentaux, la réalisation d’un système et d’une loi de contrôle permettant de diminuer les efforts transmis dans les moyeux. Des travaux effectués sur 4 différents dispositifs expérimentaux ont permis de minimiser les incertitudes liées à la dynamique évolutive de la structure à contrôler. Ceci permettant de mieux définir le champ d’action de la solution à proposer. Par le biais de ces résultats un réseau de transducteurs piézoélectriques, utilisés comme capteurs et actionneurs, est proposé. Différentes solutions de contrôle robuste ont été proposées, notamment une combinant du contrôle actif et un filtre modal spatial ainsi qu’une autre exploitant un contrôleur à mode glissant. Ces solutions ont d’abord été étudiées numériquement à l’aide de modèle basés sur des données expérimentales. Puis elles ont été testées sur la structure à l’échelle 1:1. En parallèle de ces travaux, des études de robustesse des solutions proposées ont été réalisées. Le système de contrôle le plus avancé est finalement testé dans des conditions réalistes de fonctionnement avec un chargement, un contact avec le pneumatique assimilable à celui obtenu avec la chaussée et avec rotation de l’ensemble. Une atténuation des deux modes ciblés est obtenue pour différentes vitesses de rotationThe impact of noise on humans is increasingly at the heart of health issues. In a context of intense industrial competitiveness, these issues lie at the heart of the automotive sector, a truth that also applies to the tire industry. With the rise of electric vehicles, the rolling noise previously masked by other sources of vehicle-related noise pollution poses a real problem for passenger comfort. Vehicle structure, tires, and suspension systems can attenuate some of the undesirable effects of tire-road contact at high and low frequencies. However, few technical solutions have been deployed to address the vibratory phenomena transmitted by tire-wheel assemblies operating between 200 and 500 Hz. One reason for this, these tire-wheel assemblies present complex dynamics dependent on multiple factors, such as their internal pressure, loads, and rotation speed. This thesis is structured around three axes: a deeper understanding of the dynamic behavior of tire-wheel assemblies, the development and control of a set of experimental devices, and the realization of a system and a control law to reduce the forces transmitted in the hubs. Work carried out on four different experimental setups enabled us to minimize the uncertainties associated with the evolving dynamics of the structure to be controlled, thereby allowing for a better definition of the proposed solution's field of action. Based on these results, a network of piezoelectric transducers, used as sensors and actuators, has been proposed. Various robust control solutions have been suggested, including one that combines active control and a spatial modal filter, and another that exploits a sliding-mode controller. These solutions were first studied numerically using models based on experimental data, and then tested on the full-scale structure. In parallel with this work, robustness studies of the proposed solutions were carried out. The most advanced control system was finally tested under realistic operating conditions, involving loading, contact with the tire similar to that obtained with the roadway, and rotation of the assembly. Attenuation of the two target modes was achieved for different rotation speeds
Atti di convegni sul tema "Tire-Wheel assembly"
1
Yoon, Youngsam, Taesuk Lee, Hyungjoo Kim, Jaekil Lee e Kyuho Sim. "Development and Simulation Validation of a Wheel/Tire Selective-Matching Algorithm Considering an Error Function of Wheel Runout Measuring Equipment". In WCX SAE World Congress Experience. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2024. http://dx.doi.org/10.4271/2024-01-2651.
Testo completoAbstract (sommario):
<div class="section abstract"><div class="htmlview paragraph">In this study, a novel selective matching logic for a wheel/tire is proposed, to decrease the vehicle driving vibration caused by wheel/tire non-uniformity. The new logic was validated through matching simulation/in-line matching evaluation. A theoretical radial force variation model was established by considering the theoretical model of the existing references and the wheel/tire assembly mechanism. The model was validated with ZF’s high-speed uniformity equipment, which is standard in the tire industry. The validity of the new matching logic was verified through matching simulation and mass production in-line evaluation. In conclusion, the novel logic presented herein was demonstrated to effectively decrease the radial force variation caused by the wheel/tire.</div></div>
2
Chauhan, Mohitkumar R., Girish Kotwal e Abhijeet Majge. "Numerical Simulation of Tire and Wheel Assembly Impact Test Using Finite Element Method". In Symposium on International Automotive Technology 2015. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2015. http://dx.doi.org/10.4271/2015-26-0186.
Testo completo
3
Rath, Shubham, Alexandrina Untaroiu e Gen Fu. "Effects of Tire Attributes on the Aerodynamic Performance of a Generic Car-Tire Assembly". In ASME 2022 Fluids Engineering Division Summer Meeting. American Society of Mechanical Engineers, 2022. http://dx.doi.org/10.1115/fedsm2022-87705.
Testo completoAbstract (sommario):
Abstract The effect of tires on the overall aerodynamic drag in a car-tire assembly has been studied and deemed considerable from past studies. It has been shown that it is important to understand how the vehicle body and the tires influence the flow structures generated. Previous studies focused on the tire attributes that have an impact on the aerodynamic performance of the vehicle. These tire attributes, however, have not been studied to the extent where one can get a better understanding of the impact of each of these attributes. This paper studies the impact that specific tire attributes have on the overall aerodynamic drag on the vehicle. A thorough and systematic sensitivity study of the effect of tire attributes of a standalone tire was performed to better understand the flow structures around the car body and the improvement in the aerodynamic performance of the vehicle. In this study, the DrivAer model is used due to the extensive research that has been done on the model. A baseline CFD model of the tire-vehicle assembly of the DrivAer model is simulated using Ansys FLUENT in the open road domain to understand the flow structures around the body of the vehicle. Simulations are done on the fastback configuration of the DrivAer model. A smooth underbody is chosen for this simulation in order to avoid complexities in the meshing. A cuboid shaped open road domain is created, keeping in mind the blocking ratio that is adequate to emulate the flow around the vehicle under open road conditions. Ground simulation and rotating wheel boundary conditions are used to simulate the vehicle moving on the road. The contribution of the tire towards the aerodynamic drag on the vehicle is studied. Coefficient of Drag and coefficient of pressure results from the simulation are validated from experimental data. This is used to create a simulation procedure with appropriate meshing techniques and solution methods in order to simulate for the baseline tire-vehicle assembly and the optimized tire-vehicle assembly. Data from these simulations are used to quantitatively compare the drag contribution of different parameters of the tires. The sensitivity analysis of the tire-vehicle assembly model performed gives a better insight into the modelling techniques that can be used on a car-tire assembly, as well as the impact of the parameters that could be selected for future tire model optimization.
4
Bourdieu, Tomas, Dominic Jekel e Christoph Schöner. "Objective condensation of wheel-tire assemblies in finite element models for creep groan simulation". In EuroBrake 2022. FISITA, 2022. http://dx.doi.org/10.46720/eb2022-fbr-001.
Testo completoAbstract (sommario):
"Within the spectrum of noises associated with brake operation, creep groan is positioned among current high-priority NVH-issues in the automotive industry. The phenomenon belongs to the family of self-excited vibrations and originates from a continuous alternation between stick and slip states of the disc-pads contact interaction. The generated vibrations travel to the chassis, exciting bulkier elements which amplify the noise reported by consumers. Although different types of experimental setups have been applied to reproduce and analyse the onset of creep groan, state of the art product development requires the integration of numerical tools to help improve versatility and reduce related costs. On this matter, the influence of chassis components surrounding the brake system, e.g., the strut and the lower control arm, demand for broad system boundaries in the finite element (FE) environment and therefore increase the difficulty of achieving reliable results within practical time frames. Especially the complexity associated with the virtual representation of wheels and tires, which typically involves fine meshes and contact interaction between linear elastic and non-linear hyperelastic materials, either leads to the neglection or oversimplification of their real dynamical behaviour. Consequently, this paper proposes an objective condensation methodology in order to produce systems of smaller scale while maintaining the dynamical characteristics being essential for the numerical emulation of the phenomenon. The technique relies on integrating arbitrary FE representations of the wheel-tire assembly, allowing for its implementation during the build-up process of creep groan models. Additionally, the approach enables the study of the tire's impact on the generated vibrations, currently missing in literature. Depending on the frequency range of interest, the article proposes two different condensation methodologies. Firstly, for the emulation of the low-frequency creep groan signature (≈18 Hz), a replacement of the wheel-tire assembly with spring-damper elements is presented, involving the extraction of elastic properties through the deformation of the original model via an auxiliary simulation. Secondly, for the emulation of the high-frequency creep groan counterpart (≈ 80 Hz), an alternate FE substructure generation method is proposed which can retain relevant eigenmotions and their corresponding eigenfrequencies. The evaluation of both condensation methodologies relies on the calculation of key performance indicators from the results provided by steady-state dynamic analyses, yielding an objective metric for both, the impact on performance, as well as deviations from original acceleration signals. "
5
Palanivelu, Sakthivel, e Krishna Kumar Ramarathnam. "Synthesis of Structure Borne Vehicle Interior Noise due to Tire/Road Interaction". In ASME 2015 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/detc2015-46083.
Testo completoAbstract (sommario):
The pneumatic tire is one of the important sources of noise and vibration in a vehicle. Modern vehicles have implemented good preventive and control measures for power unit and aerodynamic NVH. Hence, the tire/road interaction has become a dominant source. Riegel and Wiedemann [1] have reported the dominance of tire/road interaction over engine and wind sources, in contributing to vehicle interior noise. Vehicle interior noise due to tire/road interaction consists of two components, namely structure borne noise caused due to low frequency excitation (below 500 Hz) and air borne component which are due to mid and high frequency excitation (above 500 Hz). Experimental Transfer Path Analysis (TPA) is a tool to identify whether the source or transmission path needs to be altered for reducing the cabin noise. This paper describes the successful implementation of experimental TPA to synthesize structure borne vehicle interior noise due to tire/road interaction on a sedan class passenger car. As a first step, the required local structural Frequency Response Functions (FRFs) and Noise Transfer Functions (NTFs) are determined in the laboratory for the vehicle without tire/wheel assembly by hammer impact test, by hitting at the spindle interface (paths). The second step is to repeat the test with tire/wheel assembly by an impact on the tire at the contact patch to get the same set of structural FRFs. The third step is to conduct a road test. The operational acceleration responses as well as interior sound pressure levels are measured for both engine on and off conditions for the same measurement points considered during the laboratory tests. These operational data are further combined with local structural FRFs of the vehicle to estimate the operational loads at the transfer paths using matrix inversion method. Then, the NTFs are multiplied with operational loads to synthesis the contribution of individual paths to the total structure borne vehicle interior noise. Lastly, path and vector contribution analysis are carried out from the TPA results to identify the critical paths for the critical frequencies. Moreover in this work the TPA is not only used to synthesize the structure borne interior noise, but also to estimate the road input excitation. Hence the tire force transmissibility from contact patch to vehicle spindle is determined. The estimated road excitation can be used in a parametric study to address the influence of tire design in contributing to structure borne vehicle interior noise.
6
Sung, Shung H., Donald J. Nefske, Douglas A. Feldmaier e Spencer J. Doggett. "Development and Experimental Evaluation of a Vehicle Rear Suspension Vibration Model". In ASME 2002 International Mechanical Engineering Congress and Exposition. ASMEDC, 2002. http://dx.doi.org/10.1115/imece2002-39148.
Testo completoAbstract (sommario):
A finite-element model of a vehicle rear suspension is developed and experimentally evaluated for predicting the vibration response of the rear suspension to 300 Hz. The suspension model is developed from ten major component finite-element models that were individually correlated to 300 Hz prior to assembly. The bushing and isolator connections between the components are represented using measured dynamic stiffness and damping rates, and a modal tire model is used to represent the tire-wheel assembly. Shaker excitation tests were conducted with the rear suspension supported in a specially designed test fixture to obtain the measured vibration response of the suspension. Comparisons are made of the predicted and measured frequency response functions (FRFs) and modes to experimentally assess the accuracy of the suspension model to 300 Hz. The accuracy of a traditional rigid-link rear suspension model is also assessed.
7
de Falco, Domenico, Giandomenico Di Massa e Stefano Pagano. "Wheel Shimmy Experimental Investigation". In ASME 2012 11th Biennial Conference on Engineering Systems Design and Analysis. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/esda2012-82282.
Testo completoAbstract (sommario):
This paper presents a test rig adopted for a basic investigation on the shimmy phenomenon that, even if with some differences, characterizes the dynamic behavior of many mechanical systems such as aircraft landing gear, motorcycles, towed vehicles, etc.. The test rig is constituted of a castor derived from a scooter front assembly, joined to a rigid steel frame so that it can vertically translate and rotate around the steering axis; the castor wheel rolls on a flat track belt driven by an electric motor. The rake angle, the steer damping, the vertical load, the inertia proprieties and the wheel/tire characteristics can be adjusted to experimentally investigate their influence on the castor dynamic behavior. The paper deals with the dynamic behavior of a castor characterized by a low lateral stiffness and a simple procedure to identify its vibrating modes is presented. It is also shown a numerical model adopted to test the sensitivity of the system to the parameters changes.
8
Ferrone, Christopher W. "Heavy Truck Hub and Wheel-Off Accidents: A Mechanical Analysis". In ASME 2007 International Mechanical Engineering Congress and Exposition. ASMEDC, 2007. http://dx.doi.org/10.1115/imece2007-41410.
Testo completoAbstract (sommario):
Hub retention is the foundation of wheel retention. The hub attaches securely to the spindle or axle tube. The brake drum, brake rotor, wheel and tire all mount to the hub. If the hub comes off of the spindle or axle tube, the driver and other motorists are faced with a potentially dangerous situation. This paper will analyze the phenomenon of hub loss and subsequent wheel-off accidents by using the analysis of several of the author’s most recent investigations. The analyses will describe the mechanics of the system, how it functions, its failure modes, preventative measures and an alternative design which can mitigate this phenomenon from occurring. Specifically, this paper is focused on the phenomenon related to the rotational dynamics of wheels on the left side of the vehicle unwinding the spindle nut(s)—allowing for the loss of the entire wheel end assembly.
9
Khameneifar, Farbod, e Siamak Arzanpour. "Energy Harvesting From Pneumatic Tires Using Piezoelectric Transducers". In ASME 2008 Conference on Smart Materials, Adaptive Structures and Intelligent Systems. ASMEDC, 2008. http://dx.doi.org/10.1115/smasis2008-426.
Testo completoAbstract (sommario):
The concept of harvesting energy in our surrounding has recently drawn global attention. Harvesting the ambient energy of the deflected tire and convert it to electricity is discussed in this paper. An Elastic pneumatic tire deflects due to the load it carries. This deflection appears as a contact patch to the road surface. Initially, the concept of the tire deflection will be discussed. This deflection is then related to the wasted energy used for deflection. The dependency of this energy to some important parameters such as the tire air pressure, vehicle speed and tire geometry and forces are primarily discussed. To harvest the deflection energy different well established methods are exists. Due to the tire environment, piezoelectric transducers can serve as the best option. Those transducers are traditionally used to produce mechanical motion due to the applied electrical charges. This material is also capable of generating electrical charges by mechanical motion and deflections. For the tire energy harvesting application, the piezoelectric stacks can be mounted inside a tire structure such that electric charge is generated therein as the wheel assembly moves along a ground surface. For this application, lead-zirconate-titanate (PZT) is selected. The PZT inside the tire is modeled as a cantilever beam vibration in its first mode of vibration. The frequency of vibration is calculated based on the car speed, tire size, and PZT stack length. A mathematical model for this energy harvesting application is derived. Based on this model, the optimum load of the electrical circuit is also found. Finally the amount of energy harvested from tire using PZT is calculated. Although this energy is not significantly high, it will be enough to provide power for wireless sensors applications.
10
Capouellez, James, Abraham Pannikottu e Jon Gerhardt. "SURVIVABILITY ENHANCED RUN-FLAT VARIABLE FOOTPRINT TIRES". In 2024 NDIA Michigan Chapter Ground Vehicle Systems Engineering and Technology Symposium. 2101 Wilson Blvd, Suite 700, Arlington, VA 22201, United States: National Defense Industrial Association, 2024. http://dx.doi.org/10.4271/2024-01-3196.
Testo completoAbstract (sommario):
<title>ABSTRACT</title> <p>The military has a unique requirement to operate in different terrains throughout the world. The ability to travel in as much varying terrain as possible provides the military greater tactical options. This requirement/need is for the tire to provide a variable footprint to allow for different ground pressure. Much of the current run-flat technology utilized by the military severely limits mobility and adds significant weight to the unsprung mass. This technology gap has allowed for the development of new run-flat tire technology. New tire technology (<xref rid="F1" ref-type="fig">fig 1</xref>) has been developed that substantially increases survivability, eliminates the need for heavy run-flat inserts, significantly reduces air pressure requirements and provides full (or near full) speed capability in degraded/damaged mode (punctured tire). This run-flat technology is built directly into the tire, yet maintains the normal variable footprint of a normal pneumatic tire. This makes the tire/wheel assembly much lighter and far more survivable than normal military run-flat technology. Safety, logistics, economics, and fuel economy are additional benefits this tire technology provides over current military tires with run-flat inserts. <fig id="F1" position="float" specific-use="1col"> <label>Fig. 1</label> <caption> <title>Survivability Enhanced Run-Flat Variable Footprint Tire Sectional View</title></caption> <graphic xmlns:xlink="http://www.w3.org/1999/xlink" content-type="figure" xlink:href="2024-01-3196_fig0001" /></fig></p>