The vertical load on a moving tire was estimated by using accelerometers attached to the inner liner of a tire. The acceleration signal was processed to obtain the contact patch length created by the tire on the road surface. Then an appropriate equation relating the patch length to the vertical load is used to calculate the load. In order to obtain the needed data, tests were performed on a flat-track test machine at the Goodyear Innovation Center in Akron, Ohio; tests were also conducted on the road using a trailer setup at the Intelligent Transportation Laboratory in Danville, Virginia. During the tests, a number of different loads were applied; the tire-wheel setup was run at different speeds with the tire inflated to two different pressures. Tests were also conducted with a camber applied to the wheel. An algorithm was developed to estimate load using the collected data. It was then shown how the estimated load could be used in a control algorithm that applies a suitable control input to maintain the yaw stability of a moving vehicle. A two degree of freedom bicycle model was used for developing the control strategy. A linear quadratic regulator (LQR) was designed for the purpose of controlling the yaw rate and maintaining vehicle stability. / Master of Science

The complex interface between tyre and terrain is a largely studied topic in terramechanics and vehicle dynamics research. This interface, known as the contact patch, is however hidden from view and cannot easily be measured. Several studies have focused on measuring tyre strain on the inside surface of the tyre to indirectly determine tyre parameters. The inner surface is separated from the contact patch by the tyre thickness however this difference can be considered small in comparison to the bene t gained by a safe environment for measurement systems. Static studies of tyre strain have been successful however lacks the important phenomena occurring in a rolling tyre. Tyre strain measurements in dynamic tyres have been limited to discrete points and/or once per revolution, which is an insufficient sampling rate for vehicle stability controllers such as ABS. This study performs full-fi eld and point strain measurements of the inner tyre surface of a rolling agricultural tyre at low speeds. Stereo cameras mounted on a mechanically stabilised rim will record full-fi eld measurement of the contact patch kept in constant view. Digital Image Correlation techniques are used to determine full-fi eld deformation and strain from successively captured images. Point measurements, such as strain gauges, are included in the study for a comparative measurement. An agricultural tyre hosts large lugs which include large strain concentrations within the contact patch. The complex tyre structure signi ficantly influences the strain measurements, other factors such as inflation pressure, vertical load and slip angle is also studied. Since most vehicle forces are transmitted through the tyre at the tyre-terrain interface, capabilities to measure this area will be a great benefi t for tyre research and leading towards a smart tyre. / Dissertation (MEng (Mechanical Engineering))--University of Pretoria, 2020. / Mechanical and Aeronautical Engineering / MEng (Mechanical Engineering) / Unrestricted

Wheel-rail contact is an important aspect of railway, the forces transferred between the wheel and rail are the one that guide, brake, or accelerate the train, and that is why the understanding of the contact between wheel and rail is an interesting research topic. In this master thesis wheel-rail contact model named ANALYN is used to see the effect of the different geometrical input, like undeformed distance, relative longitudinal curvature, and relative lateral curvature calculation affect the contact patch estimation formed at the wheel-rail contact.  In the process, a geometrical contact search code is made to find the contact point between wheel and rail for certain lateral displacement, yaw angle, and roll angle of the wheelset. The codes used to calculate the three geometrical inputs are also prepared, with two methods are prepared for each input. The results that generated from combination of the geometrical contact search and geometrical input preparation are used as the input to ANALYN. The results showed that different geometrical input calculations do affect the shape of the contact patch, with the calculation of lateral curvature being the most important since it affects the shape of the contact patch greater than other geometrical inputs. It is also shown that taking yaw angle into account in the contact search will affect the shape of the contact patch.

This study provides a detailed experimental evaluation of wheel-rail interaction for railroad vehicles, using the Virginia Tech Federal Railroad Administration (VT-FRA) Roller Rig. Various contact dynamics that emulate field application of railroad wheels on tracks are set up on the rig under precise, highly-controlled and repeatable conditions. For each setup, the longitudinal and lateral traction (creep) forces are measured for different percent creepages, wheel loads, and angles of attack. The tests are performed using quarter-scaled wheels with different profiles, one cylindrical and the other AAR-1B with a 1:20 taper. Beyond the contact forces, the wheel wear and the deposition of worn materials are measured and estimated as a function of time using a micron-precision laser optics measurement device. The change in traction versus amount of worn material at the contact surface is analyzed and related to wheel-rail friction. It is determined that the accumulation of the worn material at the contact surface, which appears as a fine gray powder, acts as a friction modifier that increases friction. The friction (traction) increase occurs asymptotically. Initially, it increases rapidly with time (and worn material accumulation) and eventually reaches a plateau that defines the maximum friction (traction) at a stable rate. It is estimated that the maximum is reached when the running surface is saturated with the worn material. Prior to the saturation, the friction increases directly with an increasing amount of deposited material. The material that accumulates naturally at the surface—hence, referred to as "natural third-body layer"—is estimated to be a ferrous oxide. It has an opposite effect from the Top of Rail (ToR) friction modifiers that are deposited onto the rail surface to reduce friction in a controlled manner. Additionally, the results of the study indicate that longitudinal traction decreases nonlinearly with increasing angle of attack (AoA), while lateral traction increases, also nonlinearly. The AoA is varied from -2.0 to 2.0 degrees, representing a right- and left-hand curve. Lateral traction increases at a high rate with increasing AoA between 0.0 – 0.5 degrees, and increases at a slow rate beyond 0.5 degree. Similarly, longitudinal traction reduces at a high rate for smaller AoA and at a slower rate for larger AoA. For the tapered wheel, an offset in lateral forces is observed for a right-hand curve versus a left-hand curve. The wheel taper generates a lateral traction that is present at all times. In one direction, it adds to the lateral traction due to the AoA, while in the opposite direction, it subtracts from it, resulting in unequal lateral traction for the same AoA in a right-hand versus a left-hand curve. The change in traction with changing wheel load is nearly linear under steady state conditions. Increasing the wheel load increases both longitudinal and lateral tractions linearly. This is attributed to the friction-like behavior of longitudinal and lateral tractions. An attempt is made to measure the contact shape with wheel load using pressure-sensitive films with various degrees of sensitivity. Additionally, the mathematical modeling of the wheel-roller contact in both pure steel-to-steel contact and in the presence of pressure-sensitive films is presented. The modeling results are in good agreement with the measurements, indicating that the pressure-sensitive films have a measurable effect on the shape and contact patch pressure distribution, as compared with steel-to-steel. / Doctor of Philosophy / This study provides a detailed experimental evaluation of wheel-rail interaction for railroad vehicles, using the Virginia Tech Federal Railroad Administration (VT-FRA) Roller Rig. Better understanding the dynamics and mechanics of wheel-rail interaction would significantly contribute to the development of technologies, materials, and operational methods that can further improve fuel efficiency, and reduce wheel and rail wear. Considering that the railroads are the backbone of cargo and passenger transportation and are critical to economic well-being, the results of this study are expected to contribute to the betterment of society. An attempt is made to emulate the field application of railroad wheels on tracks on the rig under precise, highly-controlled and repeatable conditions. For each set up, the contact forces are measured for different parameters, such as wheel loads. Beyond the contact forces, the wheel profile degradation and the deposition of worn materials are measured and estimated as a function of time using a micron-precision laser optics measurement device. It is determined that the accumulation of the worn material at the contact surface, which appears as a fine gray powder, increases contact forces. The effect of wheel load on contact forces is almost linear. Additionally, the results of the study indicate that the yaw angle between the wheel and the roller (AoA) changes the contact forces direction, which has a higher rate of change for a small AoA such as 0.0 – 0.5 degrees, compared to a larger AoA. An attempt is made to measure the contact shape with wheel load and AoA using pressure-sensitive films with various degrees of sensitivity. Additionally, the mathematical modeling of the wheel-roller contact in both pure steel-steel contact and in the presence of pressure-sensitive films is presented. As expected, both the model and test result indicate that the presence of a film at the contact surface changes both the dimensions and pressure distribution at the contact patch. Quantifying the distortion that occurs as a result of the pressure-sensitive film allows for a better assessment of the pressure distribution measurements that are made with the films in order to potentially discount the resulting distortions.

Accurate estimation of the coefficient of friction (CoF) is essential to accurately modeling railroad dynamics, reducing maintenance costs, and increasing safety factors in rail operations. The assumption of a constant CoF is popularly used in simulation studies for ease of implementation, however many evidences demonstrated that CoF depends on various dynamic parameters and instantaneous conditions. In the real world, accurately estimating the CoF is difficult due to effects of various uncertain parameters, such as wheel and rail materials, rail roughness, contact patch, and so on. In this study, the newly developed 3-D nonlinear CoF model for the dry rail condition is introduced and the CoF variation is tested using this model with dynamic parameters estimated from the wheel-rail simulation model. In order to account for uncertain parameters, a stochastic analysis using the polynomial chaos (poly-chaos) theory is performed using the CoF and wheel-rail dynamics models. The wheel-rail system at a right traction wheel is modeled as a mass-spring-damper system to simulate the basic wheel-rail dynamics and the CoF variation. The wheel-rail model accounts for wheel-rail contact, creepage effect, and creep force, among others. Simulations are performed at train speed of 20 m/s for 4 sec using rail roughness as a unique excitation source. The dynamic simulation has been performed for the deterministic model and for the stochastic model. The dynamics results of the deterministic model provide the starting point for the uncertainty analysis. Six uncertain parameters have been studied with an assumption of 50% uncertainty, intentionally imposed for testing extreme conditions. These parameters are: the maximum amplitude of rail roughness (MARR), the wheel lateral displacement, the track stiffness and damping coefficient, the sleeper distance, and semi-elliptical contact lengths. A symmetric beta distribution is assumed for these six uncertain parameters. The PDF of the CoF has been obtained for each uncertain parameter study, for combinations of two different uncertain parameters, and also for combinations of three different uncertain parameters. The results from the deterministic model show acceptable vibration results for the body, the wheel, and the rail. The introduced CoF model demonstrates the nonlinear variation of the total CoF, the stick component, and the slip component. In addition, it captures the maximum CoF value (initial peak) successfully. The stochastic analysis results show that the total CoF PDF before 1 sec is dominantly affected by the stick phenomenon, while the slip dominantly influences the total CoF PDF after 1 sec. Although a symmetric distribution has been used for the uncertain parameters considered, the uncertainty in the response obtained displayed a skewed distribution for some of the situations investigated. The CoF PDFs obtained from simulations with combinations of two and three uncertain parameters have wider PDF ranges than those obtained for only one uncertain parameter. FFT analysis using the rail displacement has been performed for the qualitative validation of the stochastic simulation result due to the absence of the experimental data. The FFT analysis of the deterministic rail displacement and of the stochastic rail displacement with uncertainties demonstrates consistent trends commensurate with loss of tractive efficiency, such as the bandwidth broadening, peak frequency shifts, and side band occurrence. Thus, the FFT analysis validates qualitatively that the stochastic modeling with various uncertainties is well executed and is reflecting observable, real-world results. In conclusions, the development of an effective model which helps to understand the nonlinear nature of wheel-rail friction is critical to the progress of railroad component technology and rail safety. In the real world, accurate estimation of the CoF at the wheel-rail interface is very difficult since it is influenced by several uncertain parameters as illustrated in this study. Using the deterministic CoF value can cause underestimation or overestimation of CoF values leading to inaccurate decisions in the design of the wheel-rail system. Thus, the possible PDF ranges of the CoF according to key uncertain parameters must be considered in the design of the wheel-rail system. / Ph. D.

The objective of this research is to provide an in-depth analysis of the contact patch behavior of a specific passenger car tire. A Michelin P205/60R15 tire was used for this study. Understanding the way the tire interacts with the road at various loads, inflation pressures and driving conditions is essential to optimizing tire and vehicle performance. The footprint shape and stress distribution pattern are very important factors that go into assessing the tire's rate of wear, the vehicle's fuel economy and has a major effect on the vehicle stability and control, especially under severe maneuvers. In order to study the contact patch phenomena and analyze these stresses more closely, a finite element (FE) tire model which includes detailed tread pattern geometry has been developed, using a novel reverse engineering process. In order to validate this model, an experimental process has been developed to obtain the footprint shape and contact pressure distribution. The differences between the experimental and the simulation results are discussed and compared. The validated finite element model is then used for predicting the 3D stress distribution fields at the contact patch. The predictive capabilities of the finite element tire model are also explored in order to predict the handling characteristics of the test tire under different maneuvers such as pure cornering and pure braking. / Master of Science / The objective of this research is to study how the tire interacts with the road and how this “interaction” affects vehicle and tire performance. When the tire is in contact with the ground, the region of the tire that is in contact with the surface is referred to as the “tire contact patch” or the “tire footprint”. A Michelin tire was used in order to study this “footprint phenomena”. The effects of weight, tire pressure and different driving conditions (such as braking and cornering) have a very significant impact on the footprint phenomena. The footprint shape, size and pressure distribution pattern are very important factors that go into assessing the tire’s rate of wear, the vehicle’s fuel economy and has a major effect on the vehicle stability, especially under severe maneuvers. As conducting large scale experiments to study this phenomenon is expensive and difficult, simulation methods (such as the finite element method) are used to create tire simulation models as it is provides a way for tire engineers to study the contact patch and make design changes much more quickly and efficiently. In order to check the veracity of the simulation results, a simple and cost effective experimental process has been developed to obtain the footprint shape and contact pressure distribution. The differences between the experimental and the simulation results are discussed and compared. The validated finite element tire model is then explored to see how well it predicts this “footprint phenomena’ at different driving conditions such as cornering and braking.

Increasing vehicle performance requirements and virtualization of its development process require more understanding of physical background of tire behavior, especially in transient rolling conditions with combined slip. The focus of this research is physical description of transient generation of tire lateral force and aligning torque. Using acceleration measurement on the tire inner liner it was observed that the contact patch shape of the rolling tire changes nonlinearly with slip angle and becomes asymmetric. Optical measurement outside and inside the tire has clarified that carcass lateral bending features both shear and rotation angle of its cross-sections. A physical simulation model was developed, which considers the observed effects. A special iterative computing algorithm was proposed. The model was qualitatively validated using not only tire force and torque responses, but also deformation of the tire carcass. The model-based analysis explained which tire structural parameters are responsible for which criteria of tire performance. Contact patch shape change had a low impact on lateral force and aligning torque. Variation of carcass bending behavior perceptibly influenced aligning torque generation. As an example, the gained understanding was applied for feasibility analysis of a novel method to estimate the utilized friction potential rate of a rolling tire.:1 Introduction 1.1 Thesis structure 1.2 Motivation 1.3 State of the art 1.4 Mission statement 1.5 Main terms and hypotheses 1.6 Summary of chapter 1 2 Experimental investigation of tire deformation 2.1 Introduction to experimental research 2.2 Test samples 2.3 Experimental equipment 2.4 Contact patch pressure distribution 2.5 Contact patch geometry of the rolling tire 2.6 Tire carcass deformation 2.7 Tread block properties 2.8 Summary of chapter 2 3 Simulation method of tire deformation behavior 3.1 Concept development 3.2 Physical representation of the model 3.3 Model computing method 3.4 Model parameterization routine 3.5 Model validation 3.6 Summary of chapter 3 4 Model-based analysis 4.1 Understanding of the physical background 4.2 An example of application 4.3 Summary of chapter 4 5 Investigation summary and discussion 5.1 Key results 5.2 Discussion, critique and outlook References List of abbreviations List of symbols List of tables List of figures Appendix