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-Simplified single-track model of three-axle rigid truck, showing large slip angles on rear axles caused by geometry in a steady-state turn.
Source publication
Tire selection has an important impact on the operational costs of heavy-goods vehicles (HGVs). HGV tires are designed on a tradeoff between wear resistance, rolling resistance, and adhesion (skid resistance). High wear resistance tires (high mileage) are replaced less often but use more fuel during operation, and vice versa for low rolling resista...
Contexts in source publication
Context 1
... vehicles with tandem or triaxle (or quad axle) groups manoeuvre on small radius turns, some tyres are forced to operate at substantial slip angles (shown schematically in Figure 1). This causes large lateral 'scrubbing' forces and results in severe abrasive tyre wear. ...
Context 3
... an unsteered-axle group, the lateral-slip angle increases proportionally with the distance between the axle and the 'effective' axle position (Figure 1), so there is usually greater abrasive wear on the tyres' positioned at the extremities (first and last axle) of the group. There is also variation from left to right because of different slip angles due to the steering axle geometry and due to different normal loads due to lateral load transfer. ...
Citations
... Pan et al. [16] suggested a new multiaxle steering vehicle (MSV) kinematics model to achieve more than 30% reduction in tire wear on multiaxle heavy commercial vehicles. Based on route data and a vehicle model, Lepine et al. [17] introduced a novel empirical tire-wear model that can be employed to estimate tire wear for multiaxle vehicles. Gohane et al. [18] suggested several approaches for reducing tire wear, including the use of fuzzy logic, alignment techniques, and tire sensing. ...
An experimental investigation is carried out in this study to investigate the efect of wheel alignment, particularly the front total toe-in angle, on tire wear and emissions for a light-duty vehicle. Such investigations reveal that there is a substantial correlation among rolling resistance, energy consumption, tire wear, tire travel life, and the total toe-in angle of the front wheel. It is observed that the rate of loss in tire travel life with regard to a condition without misalignment is up to 98.33% when the front total toe-in angle is out of alignment (ranging from 0.00°to 4.20°). It is found that rolling resistance increases by about 128.86%, while CO 2 , CO, and NO x emissions rise by nearly 36.67%, 26.83%, and 31.25%, respectively, as the front total toe-in angle increases from 0.00°t o 4.20°. Te experimental results also reveal that tire circumferential groove wear is observed at 0.04 mm after the vehicle's travelling distance of 500 km, where the front total toe-in angle is 0.00°, and the tire travelling life is 92250 km. In addition, the tire circumferential groove wear is investigated as 2.40 mm after the vehicle's travelling distance and tire travel life are recorded to be 3,500 km and 1537.50 km, respectively, due to the occurrence of misalignment (the front total toe-in angle is 4.20°). Finally, a regression model is proposed using the test data. Such a model would be useful to explain the relationship between the related factors and determine the rate of tire wear and emissions. It is noteworthy that the wheels should always remain aligned in accordance with the manufacturer's specifcations in order to ensure optimal performance and longevity of the tires
... In contrast, heavy goods vehicle (HGV) tyres typically contain 10% SBR, 10% PB and around 80% NR (Camatini et al., 2001). The difference in composition is due to the different required service conditions (higher load, longer service life, different lateral forces) that truck tyres must endure (Barbin, 2018;Lepine et al., 2022). Sulphur, selenium, and tellurium are used as vulcanisation agents and represent approximately 1-2% of the mass of both HGV and car tyres (Harrison et al., 2012;Hicks et al., 2021). ...
... Differences between truck and car tyres are relevant due to the different compositions the tyres have to cope with required service conditions (Barbin, 2018). Literature on specific manufacturing differences and in particular elemental composition of car compared to HGV tyres is scarce, however it is well understood that HGV tyres must be designed to withstand the higher loads and lateral forces that these tyres experience, and to maximise service life compared to cars (Lepine et al., 2022). In Kennedy and Gadd's (2003) study of tyre elemental composition two "truck" tyres were included, one from a light truck, the other from an HGV. ...
The purpose of this study was to identify a characteristic elemental tyre fingerprint that can be utilised in atmospheric source apportionment calculations. Currently zinc is widely used as a single element tracer to quantify tyre wear, however several authors have highlighted issues with this approach. To overcome this, tyre rubber tread was digested and has been analysed for 25 elements by ICP-MS to generate a multielement profile. Additionally, to estimate the percentage of the tyre made up of inert fillers, thermogravimetric analysis was performed on a subset. Comparisons were made between passenger car and heavy goods vehicle tyre composition, and a subset of tyres had both tread and sidewall sampled for further comparison. 19 of the 25 elements were detected in the analysis. The mean mass fraction of zinc detected was 11.17 g/kg, consistent with previous estimates of 1% of the tyre mass. Aluminium, iron, and magnesium were found to be the next most abundant elements. Only one source profile for tyre wear exists in both the US and EU air pollution species profile databases, highlighting the need for more recent data with better coverage of tyre makes and models. This study provides data on new tyres which are currently operating on-road in Europe and is therefore relevant for ongoing atmospheric studies assessing the levels of tyre wear particles in urban areas.
... Nguyen et al. [7] considered the historical dependence and directionality of wear and established a rubber wear model, which was introduced into finite element analysis and verified through experimental data. Lepine et al. [8] proposed an empirical tire wear model for heavy-duty multi axle vehicles based on route data and vehicle models. Nakajima et al. [9] introduced a two-dimensional contact patch in the wear calculation, expanded the width direction, and predicted the wear process of tires under pure slip and combined slip conditions. ...
... Furthermore, an evaluation indicator d w was proposed to quantify the diffe wear between the two shoulder regions. The calculation method of this evaluatio is given by Formula (8). Wcd is used to differentiate between crown wear and glob Equation (9) is used for its calculation. ...
... Furthermore, an evaluation indicator w d was proposed to quantify the difference in wear between the two shoulder regions. The calculation method of this evaluation index is given by Formula (8). W cd is used to differentiate between crown wear and global wear. ...
Electric vehicles can lead to accelerated tire wear, an inevitable phenomenon during tire usage that can affect the cornering characteristics determining handling stability. In order to simulate tire wear, a finite element model for tire wear was established using the UMESHMOTION subroutine and Arbitrary Lagrangian–Eulerian (ALE) adaptive meshing in ABAQUS, which is based on the Archard theory. The tire’s cornering characteristics were analyzed based on the obtained worn tire. The research results demonstrate that as the wear amount increases, the cornering stiffness and aligning stiffness of the tire also increase. When there are differences in wear on both tire shoulders with the same global wear, the change in cornering stiffness is not significant, while the aligning stiffness exhibits noticeable differences. To explain the above phenomenon, grounding characteristics were incorporated as mediator variables. The analysis results indicate that wear has an impact on the grounding characteristics. Additionally, statistically significant correlations exist between grounding parameters and cornering characteristics. In conclusion, wear affects the tire’s cornering characteristics by changing the grounding characteristics.
... Only recently, Farroni et al. [19] developed a physical model of tyre wear to analyse the impact of thermal and frictional effects on vehicle performance. Similarly, Emami et al. [20] designed and developed a new portable test setup to study friction and wear, while Lepine et al. [21] presented a novel empirical tyre wear model for heavy vehicles that can be used to predict the wear for multi-axle vehicles based on route data and a vehicle model. In addition to the wear models and testing methods, Yamazaki et al. [22] investigated experimentally the impact of alignments such as camber angle and toe angle to the wear performance. ...
Due to increased environmental issues and for economic reasons, the automotive industry intensifies the research towards energy efficient driving, by also taking into consideration the comfort and road holding aspects. In this direction, efforts of modeling and minimising tyre wear, one of the main non-exhaust traffic related sources, are investigated in the literature. This work investigates the suspension and tyre optimisation for tyre wear minimisation while the vehicle is driving on different road surfaces. Nevertheless, given that the road holding and ride comfort are important design criteria in the design process, they are incorporated in the optimisation as objectives by configuring a multi-objective problem with all of the above objectives. Conclusions are extracted about the behavior of tyre wear regarding ride comfort and road holding, and also about where the optimum design variables have converged trying to compromise the above performance aspects under different road roughness profiles.
... Only recently, Farroni et al. [19] developed a physical model of tyre wear to analyse the impact of thermal and frictional effects on vehicle performance. Similarly, Emami et al. [20] designed and developed a new portable test setup to study friction and wear, while Lepine et al. [21] presented a novel empirical tyre wear model for heavy vehicles that can be used to predict the wear for multi-axle vehicles based on route data and a vehicle model. In addition to the wear models and testing methods, Yamazaki et al. [22] investigated experimentally the impact of alignments such as camber angle and toe angle to the wear performance. ...
Effective emission control technologies and novel propulsion systems have been developed for road vehicles, decreasing exhaust particle emissions. However, work has to be done on non-exhaust traffic related sources such as tyre–road interaction and tyre wear. Given that both are inevitable in road vehicles, efforts for assessing and minimising tyre wear should be considered. The amount of tyre wear is because of internal (tyre structure, manufacturing, etc.) and external (suspension configuration, speed, road surface, etc.) factors. In this work, the emphasis is on the optimisation of such parameters for minimising tyre wear, but also enhancing occupant’s comfort and improving vehicle handling. In addition to the search for the optimum parameters, the optimisation is also used as a tool to identify and highlight potential trade-offs between the objectives and the various design parameters. Hence, initially, the tyre design (based on some chosen tyre parameters) is optimised with regards to the above-mentioned objectives, for a vehicle while cornering over both Class A and B road roughness profiles. Afterwards, an optimal solution is sought between the Pareto alternatives provided by the two road cases, in order for the tyre wear levels to be less affected under different road profiles. Therefore, it is required that the tyre parameters are as close possible and that they provide similar tyre wear in both road cases. Then, the identified tyre design is adopted and the optimum suspension design is sought for the two road cases for both passive and semi-active suspension types. From the results, significant conclusions regarding how tyre wear behaves with regards to passenger comfort and vehicle handling are extracted, while the results illustrate where the optimum suspension and tyre parameters have converged trying to compromise among the above objectives under different road types and how suspension types, passive and semi-active, could compromise among all of them more optimally.
The use of high-capacity vehicles has been shown to significantly reduce carbon dioxide emissions from heavy goods transport and improve the efficiency of the transport sector. Despite their benefits ,current legislations regarding the dimensions and weight of the vehicles have limited the widespread use of heavier and longer vehicles. Long vehicles are less manoeuvrable and often necessitate technological interventions to pass manoeuvrability tests. Various rear-steering systems proposed to solve these issues lead to high costs and mass penalties compared to standard fixed axles. This paper presents a new steering concept which utilises the axles’ existing brake actuators to steer ,eliminating the need for dedicated actuators on the axle and associated steering hardware. Brakes are individually controlled on each side of a freely steerable axle to generate the necessary torque about the kingpins causing it to steer. A validated vehicle model is used to design a feedback steering strategy based on path-following steering control for low-speed manoeuvring. The proposed system’s performance is compared to conventional vehicles and current state-of-the-art active-steering systems through simulations. It demonstrates comparable steering performance to that of electro-hydraulic active-steer systems, with an estimated 50%reduction in both mass and costs.
Tyre particles are generated by shear forces between the tread and the road or by volatilisation. Tyre abrasion (wear) contributes from one-third to half of microplastics unintentionally released into the environment. The major part ends up in the soil, a considerable amount is released into the aquatic environment, and a small percentage becomes airborne. Nevertheless, tyre abrasion contributes to 5–30% of road transport particulate matter (PM) emissions. This corresponds to approximately 5% of total ambient PM emissions. The particle mass size distribution peak at around 20 to 100 μm, with a second peak in the 2–10 μm range. A nucleation mode has been reported in some studies. The absolute abrasion levels depend on the tyre, vehicle, and road characteristics, but also on environmental conditions and driving style. Most tyre particle emission factors in the literature are based on data prior to the year 2000. We aggregated recent studies and found a mean abrasion of 110 mg/km per vehicle or 68 mg/km/t for passenger cars (based on approximately 300 measurements). Based on a limited number of studies, the PM10 emissions were 1.4–2.2 mg/km per tyre. On the other hand, the particle number emissions were in the order of 1010 #/km per tyre. The ratio of PM10 to total abrasion was found to be 2.5% on average. Finally, the ratio of PM2.5 to PM10 was calculated to be around 40%. Various mitigation measures for tyre particle pollution could be envisaged; the most direct is the limitation of the tyre abrasion rate, as proposed by the European Commission for the Euro 7 regulation. Other regulatory initiatives are also discussed.
Electric and hybrid propulsion systems for articulated vehicles have been gaining increased attention, with the aim to decrease exhaust particle emissions. However, the more environmentally-friendly electric or hybrid articulated vehicles are expected to have increased nonexhaust pollution-related sources because of their significantly increased mass compared with conventional vehicles. One of the main sources of nonexhaust pollution is tire wear, which could potentially cancel the benefits of removing the exhaust through electrification. Tire wear is mainly affected by internal (tire structure and shape) and external (suspension configuration, speed, road surface, etc.) factors. This work focuses on suspension systems and, more specifically, on the ability of active and semiactive suspensions to decrease tire wear in an articulated vehicle. In this direction, an articulated vehicle model that incorporates the tread in its modeling is built to study tire wear during cornering over a class C road. A novel active suspension design based on the H approach is suggested in this work and is compared with passive, semiactive, and other active suspension systems. The suspension systems are also compared mainly with regard to tire wear levels but also with other vehicle performance aspects (i.e., comfort and road holding). The H∞ active suspension design is the most effective in decreasing tire wear, with decreases of about 8% to 11%, but without neglecting the rest of the objectives.
