The drivers of human health and changing climate are important areas of environmental and atmospheric studies. Among many environmental factors present in our biosphere, small particles, also known as ultrafine particles or UFPs, have direct and indirect pathways to affect human health and climatic processes. The rapid change in their properties makes UFPs dynamic and often challenging to quantify their effect on health and radiative forcing. To reduce uncertainty in the climate effects of UFPs and to strengthen the evidence on health effects, accurate characterizations of physical and chemical properties of UFPs are needed. In this thesis, two broad aspects of UFPs were investigated: (1) the development of particle instrumentation to study particle properties; and (2) measurement of physical and chemical properties of UFPs relevant to human health and climate. These two broad aspects are divided into four specific aims in this thesis. The measurement of UFP concentration at different locations in an urban location, from roadside to various residential areas, can be improved by using a mobile particle counter. A TSI 3786 Condensation Particle Counter (CPC) was modified for mobile battery-power operation. This design provided high-frequency, one second time resolution measurements of particle number and carbon dioxide (CO2). An independent electric power system, a central controller and robust data acquisition system, and a GPS system are the major components of this mobile unit. These capabilities make the system remotely deployable, and also offer flexibility to integrate other analog and digital sensors. A Volatility Tandem Differential Mobility Analyzer (V-TDMA) system was designed and built to characterize the volatility behavior of UFPs. The physical and chemical properties of UFPs are often challenging to measure due to limited availability of instruments, detection limit in terms of particle size and concentration, and sampling frequency. Indirect methods such as V-TDMA are useful, for small mass (<1 µg/m3), and nuclei mode particles (<30nm). Another advantage of V-TDMA is its fast response in terms of sampling frequency. A secondary motivation for building a V-TDMA system was to improve instrumentation capability of our group, thus enabling study of kinetic and thermodynamic properties of novel aerosols. Chapter four describes the design detail of the built V-TDMA system, which measures the change in UFP size and concentration during heated and non-heated (or ambient) condition. The V-TDMA system has an acceptable penetration efficiency of 85% for 10 nm and maintains a uniform temperature profile in the heating system. Calibration of V-TDMA using ammonium sulfate particles indicated that the system produces comparable evaporation curves (in terms of volatilization temperature) or volatility profiles to other published V-TDMA designs. Additionally the system is fully programmable with respect to particle size, temperature and sampling frequency and can be run autonomously after initial set up. The thesis describes a part of yearlong study to provide a complete perspective on particle formation and growth in a rural and agricultural Midwestern site. Volatility characterizations of UFPs were conducted to enable inference about particle chemistry, and formation of low volatile core or evaporation resistant residue in the UFP in the Midwest. This study addresses identification of the volatility signature of particles in the UFP size range, quantification of physical differences of UFPs between NPF1 and non-NPF events and relation of evaporation resistant residue with particle size, seasonality and mixing state. K-means clustering was applied to determine three unique volatility clusters in 15, 30, 50 and 80 nm particle sizes. Based on the proposed average volatility, the identified volatility clusters were classified into high volatile, intermediate volatile and least volatile group. Although VFR alone is insufficient to establish chemical composition definitively, least volatile cluster based on average volatility may be characteristically similar to the pure ammonium sulfate. The amount of evaporation residue at 200 °C was positively correlated with particle size and showed significant correlation with ozone, sulfur dioxide and solar radiation. Residue also indicated the presence of external mixture, often during morning and night time. Air quality science and management of an accidental urban tire fire occurring in Iowa City in May and June of 2012 were investigated. Urban air quality emergencies near populated areas are difficult to evaluate without a proper air quality management and response system. To support the development of an appropriate air quality system, this thesis identified and created a rank for health-related acute and chronic compounds in the tire smoke. For health risk assessment, the study proposed an empirical equation for estimating multi-pollutant air quality index. Using mobile measurements and a dispersion model in conjunction with the proposed air quality index, smoke concentrations and likely health impact were evaluated for Iowa City and surrounding areas. It was concluded that the smoke levels reached unhealthy outdoor levels for sensitive groups out to distances of 3.1 km and 18 km at 24 h and 1h average times. Tire smoke characterization was another important aspect of this study which provided important and new information about tire smoke. Revised emission factors for coarse particle mass and aerosol-PAH and new emission factors and enhancement ratios values for a wide range of fine particulate mass, particle size (0.001-2.5 µm), and trace gas were estimated. Overall the thesis added new instrumentation in our research group to measure various physical properties such as size, concentration, and volatility UFP. The built instruments, data processing algorithm and visualization tools will be useful in estimation of accurate concentration and emission factors of UFP for health exposure studies, and generate a fast response measurement of kinetic and thermodynamics properties of ambient particles. This thesis also makes a strong case for the development of an air quality emergency system for accidental fires for urban location. It provides useful evaluation and estimation of many aspects of such system such as smoke characterization, method of air quality monitoring and impact assessment, and develops communicable method of exposure risk assessment.

<p>Information about dynamic tire properties has always been important for drivers of wheel driven vehicles. With the increasing amount of systems in modern vehicles designed to measure and control the behavior of the vehicle information regarding dynamic tire properties has grown even more important.</p><p>In this thesis a number of methods for modeling and estimating dynamic tire properties have been implemented and evaluated. The more general issue of estimating model parameters in linear and non-linear vehicle models is also addressed.</p><p>We conclude that the slope of the tire slip curve seems to dependent on the stiffness of the road surface and introduce the term combined stiffness. We also show that it is possible to estimate both longitudinal and lateral combined stiffness using only standard vehicle sensors.</p>

The National Park Service (NPS) monitors off-road vehicle (ORV) use in National Seashores across the United States. The sediment disturbance that is caused by ORVs is believed to have a large impact on erosion (by wind or waves), which there by affects the morphology of the foredunes. With greater knowledge of ORV impacts, the NPS can better manage ORV use and minimize anthropogenic affects to the coastal environment. There remains considerable uncertainty about the disturbance and its larger-scale impact. This study quantifies the sediment disturbance made by tire tracks, as well as the tire track form, width, depth, and evolution with relation to the number of vehicle passes and location on the beach at Assateague Island National Seashore (ASIS), Maryland. To measure ORV impact, ground-based LiDAR was used to collect detailed profiles across a three by three meter test plot at each site. Based on the quantification of the displaced sediment and redistribution of that sediment from the tracks, a recommendation to the NPS can be made as to where along the beach traffic should be limited to, in order to minimize impact to the physical environment at ASIS. Tire tracks were found to widen after the first pass, as a result of the imperfections of driving. Compaction of the sediment in the center of the tire track accounts for only a minimal amount of the sediment lost from the tire tracks. Sediment removal accounted for greater than 75% of the sediment lost from the tire tracks at all sites. It was concluded that sediment removal is the most dominant factor in the creation and evolution of a tire track. The width, depth, and evolution of a tire track were also found to be controlled by the imperfections of driving. Despite the amount of sediment disturbance, it is found that there is no net downslope displacement of sediment. This conclusion counters previous ORV impact studies and suggests that ORVs are not directly responsible for beach erosion. It is also recommended that to minimize the impact of OVRs on the beach at ASIS, the NPS should limit driving to the backshore.

ABSTRACT FINITE ELEMENT ANALYSIS OF CORNERING CHARACTERISTICS OF ROTATING TIRES ErSahin, Mehmet Akif Ph. D., Department of Mechanical Engineering Supervisor: Prof. Dr. Y. Samim &Uuml / nl&uuml / soy September 2003, 157 pages A finite element model is developed to obtain the cornering force characteristics for rotating pneumatic tires which combines accuracy together with substantially reduced computational effort. For cord reinforced rubber sections such as the body plies and breaker belts, continuum elements with orthotropic material properties are used to improve solution times. Drastic reductions in computational effort are then obtained by replacing the continuum elements with truss elements which do not require orientation of element coordinate system to model textile body plies. With these simplifications, new model can be used produce a complete carpet plot of cornering force characteristics in substantially reduced solution times. The finite element model is used to obtain the cornering force characteristics of a tire, simulating the experiments on a tire test rig where the tire rotates on a flywheel. Results from both models are compared with each other and with the experimental results. It is concluded that the model developed provides results at least as accurate as the previously published models with a clear superiority in stability of solution.

Canadian grown oilseed flax is known for its oils that are used for industrial products. The flax fiber may also have a use as a potential replacement for synthetic fibers as reinforcement in plastic composites. It can also be utilized as a cost effective and environmentally acceptable supplement in the biodegradable composites. Tire rubber is a complex material which does not decompose naturally. As a result, many researchers have been trying to develop new applications for recycling scrap tires. The conversion of flax straw and scrap tire into a profitable product may benefit the agricultural economy, tire recycling market, and our environment. The main goal of this research was to develop a biocomposite material containing recycled ground tire rubber (GTR), untreated flax fiber, and linear low-density polyethylene (LLDPE).<p> In this study, the new biocomposite material was successfully prepared from flax fiber/shives, GTR, and LLDPE through extrusion and compression molding processes. The composites were compounded through a single-screw extruder. Then the pelletized extrudates were hot pressed into the final biocomposites. The properties of the flax fiber-GTR-LLDPE biocomposites were defined by using tearing, tensile, water absorption, hardness, and differential scanning calorimetry (DSC) tests. The effects of the independent variables (flax fiber content and GTR-LLDPE ratio) on each of the dependent variables (tear strength from tearing test, tensile yield strength and Youngs modulus from tensile test, and weight increase from water absorption test) were modeled. The properties of the composites can be predicted by using the mathematical model with known flax fiber content and GTR-LLDPE ratio.<p> The tensile yield strength and stiffness of the biocomposite were improved with the addition of flax fiber. The optimal composition of the biocomposite material (with strongest tensile yield strength or highest Youngs modulus) was calculated by using the model equations. The maximum yield strength was found to exist for a flax fiber content of 10.7% in weight and GTR-LLDPE ratio of one. The largest Youngs modulus was found for a fiber content of 17.7% by weight and the same GTR-LLDPE ratio. Both of these fiber contents were less than the amount that would give a composite with a 2% weight increase in water absorption.

In recent years, there has been a push by automotive manufacturers to improve the efficiency of the vehicle development process. This can be accomplished by creating a computationally efficient vehicle model that has the capability of predicting the vehicle behavior in many different situations at a fast pace. This thesis presents a procedure to automatically generate the simulation code of vehicle systems rolling over three-dimensional (3-D) roads given a description of the model as input. The governing equations describing the vehicle can be formulated using either a numerical or symbolical formulation approach. A numerical approach will re-construct numerical matrices that describe the system at each time step. Whereas a symbolic approach will generate the governing equations that describe the system for all time. The latter method offers many advantages to obtaining the equations. They only have to be formulated once and can be simplified using symbolic simplification techniques, thus making the simulations more computationally efficient. The road model is automatically generated in the formulation stage based on the single elevation function (3-D mathematical function) that is used to represent the road. Symbolic algorithms are adopted to construct and optimize the non-linear equations that are required to determine the contact point. A Newton-Raphson iterative scheme is constructed around the optimized non-linear equations, so that they can be solved at each time step. The road is represented in tabular form when it can not be defined by a single elevation function. A simulation code structure was developed to incorporate the tire on a 3-D road in a symbolic computer implementation of vehicle systems. It was created so that the tire forces and moments that appear in the generalized force matrix can be evaluated during simulation and not during formulation. They are evaluated systematically by performing a number of procedure calls. A road model is first used to determine the contact point between the tire and the ground. Its location is used to calculate the tire intermediate variables, such as the camber angle, that are required by a tire model to evaluate the tire forces and moments. The structured simulation code was implemented in the DynaFlexPro software package by creating a linear graph representation of the tire and the road. DynaFlexPro was used to analyze a vehicle system on six different road profiles performing different braking and cornering maneuvers. The analyzes were repeated in MSC.ADAMS for validation purposes and good agreement was achieved between the two software packages. The results confirmed that the symbolic computing approach presented in this thesis is more computationally efficient than the purely numerical approach. Thus, the simulation code structure increases the versatility of vehicle models by permitting them to be analyzed on 3-D trajectories while remaining computationally efficient.

Information about dynamic tire properties has always been important for drivers of wheel driven vehicles. With the increasing amount of systems in modern vehicles designed to measure and control the behavior of the vehicle information regarding dynamic tire properties has grown even more important. In this thesis a number of methods for modeling and estimating dynamic tire properties have been implemented and evaluated. The more general issue of estimating model parameters in linear and non-linear vehicle models is also addressed. We conclude that the slope of the tire slip curve seems to dependent on the stiffness of the road surface and introduce the term combined stiffness. We also show that it is possible to estimate both longitudinal and lateral combined stiffness using only standard vehicle sensors.

In recent years, there has been a push by automotive manufacturers to improve the efficiency of the vehicle development process. This can be accomplished by creating a computationally efficient vehicle model that has the capability of predicting the vehicle behavior in many different situations at a fast pace. This thesis presents a procedure to automatically generate the simulation code of vehicle systems rolling over three-dimensional (3-D) roads given a description of the model as input. The governing equations describing the vehicle can be formulated using either a numerical or symbolical formulation approach. A numerical approach will re-construct numerical matrices that describe the system at each time step. Whereas a symbolic approach will generate the governing equations that describe the system for all time. The latter method offers many advantages to obtaining the equations. They only have to be formulated once and can be simplified using symbolic simplification techniques, thus making the simulations more computationally efficient. The road model is automatically generated in the formulation stage based on the single elevation function (3-D mathematical function) that is used to represent the road. Symbolic algorithms are adopted to construct and optimize the non-linear equations that are required to determine the contact point. A Newton-Raphson iterative scheme is constructed around the optimized non-linear equations, so that they can be solved at each time step. The road is represented in tabular form when it can not be defined by a single elevation function. A simulation code structure was developed to incorporate the tire on a 3-D road in a symbolic computer implementation of vehicle systems. It was created so that the tire forces and moments that appear in the generalized force matrix can be evaluated during simulation and not during formulation. They are evaluated systematically by performing a number of procedure calls. A road model is first used to determine the contact point between the tire and the ground. Its location is used to calculate the tire intermediate variables, such as the camber angle, that are required by a tire model to evaluate the tire forces and moments. The structured simulation code was implemented in the DynaFlexPro software package by creating a linear graph representation of the tire and the road. DynaFlexPro was used to analyze a vehicle system on six different road profiles performing different braking and cornering maneuvers. The analyzes were repeated in MSC.ADAMS for validation purposes and good agreement was achieved between the two software packages. The results confirmed that the symbolic computing approach presented in this thesis is more computationally efficient than the purely numerical approach. Thus, the simulation code structure increases the versatility of vehicle models by permitting them to be analyzed on 3-D trajectories while remaining computationally efficient.

The suspension system of a vehicle is conventionally designed such that the spring-damper element is configured in the vertical direction, and the longitudinal connection between the vehicle chassis and wheels is always very stiff compared to the vertical one. This mechanism can isolate vibrations and absorb shocks efficiently in the vertical direction but cannot attenuate the longitudinal impacts caused by road obstacles. In order to overcome such a limitation, a planar suspension system (PSS) is proposed. This novel vehicle suspension system has a longitudinal spring-damper strut between the vehicle chassis and wheel. The dynamic performance, including ride comfort, pitch dynamics, handling characteristics and total dynamic behaviour, of a mid-size passenger vehicle equipped with such planar suspension systems is thoroughly investigated and compared with those of a conventional vehicle. To facilitate this investigation, various number of vehicle models are developed considering the relative longitudinal motions of wheels with respect to the chassis. A 4-DOF quarter-car model is used to conduct a preliminary study of the ride quality, and a pitch plane half-car model is employed to investigate the pitch dynamics in both the frequency and time domain. A 5-DOF yaw plane single-track half-car model along with a pitch plane half-car model is proposed to carry out the handling performance study, and also an 18-DOF full-car model is used to perform total dynamics study. In addition to these mathematical models, virtual full-car models are constructed in Adams/car to validate the proposed mathematical models. For the sake of prediction of the tire-ground interaction force, a radial-spring tire model is modified by adding the tire damping to generate the road excitation forces due to road disturbances in the vertical and longitudinal directions. A dynamic 2D tire friction model based on the LuGre friction theory is modified to simulate the dynamic frictional interaction in the tire-ground contact pitch. The ride quality of a PSS vehicle is evaluated in accordance with the ISO 2631 and compared with that of a conventional vehicle. It is shown that the PSS system exhibits good potential to attenuate the impact and isolate the vibration due to road excitations in both the vertical and longitudinal directions, resulting in improved vehicles’ ride and comfort quality. The relatively soft longitudinal strut can absorb the longitudinal impact and, therefore, can protect the components. The investigation of handling performance including the steady-state handling characteristics, transient and frequency responses in various scenarios demonstrates that the PSS vehicle is directionally stable and generally has comparable handling behaviour to a similar conventional vehicle. The application of PSS in vehicles can enhance the understeer trend, i.e. the understeer becomes more understeer, neutral steer becomes slightly understeer, and oversteer becomes less oversteer. The total dynamic behaviour combining the bounce, pitch, roll and the longitudinal dynamics under various scenarios such as differential brake-in-turn and asymmetric obstacle traversing was thoroughly investigated. Simulation results illustrate that the PSS vehicle has a relatively small roll angle in a turning manoeuvre. In some cases such as passing road potholes, the PSS vehicle has a better directional stability.

In this work we reproduce driving techniques to mimic expert race drivers and obtain the open-loop control signals that may be used by auto-pilot agents driving autonomous ground wheeled vehicles. Race drivers operate their vehicles at the limits of the acceleration envelope. An accurate characterization of the acceleration capacity of the vehicle is required. Understanding and reproduction of such complex maneuvers also require a physics-based mathematical description of the vehicle dynamics. While most of the modeling issues of ground-vehicles/automobiles are already well established in the literature, lack of understanding of the physics associated with friction generation results in ad-hoc approaches to tire friction modeling. In this work we revisit this aspect of the overall vehicle modeling and develop a tire friction model that provides physical interpretation of the tire forces. The new model is free of those singularities at low vehicle speed and wheel angular rate that are inherent in the widely used empirical static models. In addition, the dynamic nature of the tire model proposed herein allows the study of dynamic effects such as transients and hysteresis. The trajectory-planning problem for an autonomous ground wheeled vehicle is formulated in an optimal control framework aiming to minimize the time of travel and maximize the use of the available acceleration capacity. The first approach to solve the optimal control problem is using numerical techniques. Numerical optimization allows incorporation of a vehicle model of high fidelity and generates realistic solutions. Such an optimization scheme provides an ideal platform to study the limit operation of the vehicle, which would not be possible via straightforward simulation. In this work we emphasize the importance of online applicability of the proposed methodologies. This underlines the need for optimal solutions that require little computational cost and are able to incorporate real, unpredictable environments. A semi-analytic methodology is developed to generate the optimal velocity profile for minimum time travel along a prescribed path. The semi-analytic nature ensures minimal computational cost while a receding horizon implementation allows application of the methodology in uncertain environments. Extensions to increase fidelity of the vehicle model are finally provided.