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![The passenger car tires with the various uneven wear patterns [24].](publication/328739421/figure/fig1/AS:689590281199618@1541422543959/The-passenger-car-tires-with-the-various-uneven-wear-patterns-24.png)
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Context 1
... wear on the inner or outer edge of the tire, known as "toe wear" or, in more extreme cases, as "camb- er wear", suggests something may be wrong with the wheel alignment. Figure 1 shows the passenger car tires with the various uneven wear patterns. Toe or camber wear at one end of the strip indicates wheel alignment problem, center wear in the center indicates over-inflation, edge wear at both ends indicates un- der-inflation, and patch or cup wear around the edge on one side and a sharp edge on the other indicates failed struck or shock. ...
Context 2
... the shoulder block is cal- culated by dividing inside block and outside block because L2 or L3 condition is outside or inside fast wear. The correlation between simulation and test is shown in Figure 11. The hori- zontal axis is the predicted ratio of the frictional energy of inside or outside shoulder and center block, and the vertical axis is the test results. ...
Context 3
... we compared the results with the test using only the simulation results of L2 and L3 conditions. Figure 11 shows a high correlation coefficient between the predicted ratio of the friction energy and the measured that with an R 2 of 0.82. It seems that the analysis method of this paper simulates the test method [1] very closely. ...
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... Especially, the application of NDT in manufacturing industries, such as for steel wire, is an integral element of the state-of-the-art inspection. Steel wire is used as a reinforcement material in the construction of tire belts, beads, and sidewalls, which are responsible for providing strength and stability to the tire [1,2]. It is well known that over 200 different materials are used in the production of tires, including high-tensile-strength steel filaments [3] and the application of NDT in this field is really necessary. ...
... Since steel wire goes through the test coil, eddy currents appear on the steel wire, leading to a secondary field that is opposite with the primary field. Hence, another impedance is created, which is defined in Equation (2) [9]: (2) where is the real part, stands for the imaginary part of new impedance, , and and are frequency and induction coefficient, respectively. ...
In the current industrial revolution, advanced technologies and methods can be effectively utilized for the detection and verification of defects in high-speed steel filament production. This paper introduces an innovative methodology for the precise detection and verification of micro surface defects found in steel filaments through the application of the Eddy current principle. Permanent magnets are employed to generate a magnetic field with a high frequency surrounding a coil of sensors positioned at the filament’s output end. The sensor’s capacity to detect defects is validated through a meticulous rewinding process, followed by a thorough analysis involving scanning electron microscopy (SEM) and energy-dispersive spectroscopy (EDS). Artificial defects were intentionally introduced into a sample, and their amplitudes were monitored to establish a threshold value. The amplitude signal of these created defect was identified at approximately 10% FSH, which corresponds to a crack depth of about 20 µm. In the experimental production of 182 samples covering 38 km, the defect ratio was notably high, standing at 26.37%. These defects appeared randomly along the length of the samples. The verification results underscore the exceptional precision achieved in the detection of micro surface defects within steel filaments. These defects were primarily characterized by longitudinal scratches and inclusions containing physical tungsten carbide.
... Especially, the application of NDT in manufacturing industries such as steel wire is an integral element of the state-of-the-art inspection. Steel wire is used as a reinforcement material in the construction of tire belts, beads, and sidewalls, which are responsible for providing strength and stability to the tire [1,2]. It is well known that over 200 different materials are used in the production of tires, including high-tensile strength steel filaments [3] and the application of NDT in this field is really necessary. ...
In the current industrial revolution, advanced technologies and methods can be effectively utilized for the detection and verification of defects in high-speed steel filament production. This paper introduces an innovative methodology for the precise detection and verification of micro surface defects found in steel filaments through the application of the Eddy current principle. Permanent magnets are employed to generates a magnetic field with high frequency surrounding a coil of sensor positioned at the filament's output end. The sensor's capacity to detect defects is validated through a meticulous rewinding process, followed by a thorough analysis involving scanning electron microscopy (SEM) and energy-dispersive spectroscopy (EDS). Artificial defects were intentionally introduced into a sample, and their amplitudes were monitored to establish a threshold value. The amplitude signal of these created defect was identified at approximately 10% FSH, which corresponds to a crack depth of about 20 µm. In the experimental production of 182 samples covering 38 km, the defect ratio was notably high, standing at 26.37%. These defects appeared randomly along the length of the samples. The verification results underscore the exceptional precision achieved in the detection of micro surface defects within steel filaments. These defects were primarily characterized by longitudinal scratches and inclusions containing physical tungsten carbide.
... Note that some of the sources of variability considered here do not fully belong to either the reasoned choices or the habit categories. It could be argued that the tire lifetime and rolling resistance are mixed behaviors, as they are not only determined during purchase, but also affected by the consumer's driving style and how diligently the tire is maintained (Bridgestone Tires, 2021;Cho & Jung, 2007;Lee et al., 2018). Similarly, the engine efficiency is not fully determined by the type of car but is also influenced by the driving style and the type of road (Berry, 2010;Zheng et al., 2017). ...
... Such shifts in distributions reflect a combined change in reasoned choices and habits. For example, a consumer can increase the tire lifetime resistance by buying a tire of higher quality and by adapting their driving style (Cho & Jung, 2007;Lee et al., 2018). Finally, to interpret the results, the ratio of the average decrease in environmental impacts was calculated. ...
... We assumed, for instance, that the tire rotates properly and is aligned accurately. A misaligned suspension system will wear out the tire treads unevenly, which results in a shorter lifetime (Cho & Jung, 2007;Lee et al., 2018). Likewise, a proper rotation of tires ensures even wear and a maximized lifetime (Bridgestone Tires, 2021). ...
Understanding the influence of consumer behavior on the life cycle of products can provide further insights into effective mitigation strategies. Here, we developed a stochastic model to quantify the influence of consumer behavior on midpoint and endpoint impacts of European passenger car tires. The life cycle included resource extraction, production, use, and end-of-life stages of a passenger car tire with a functional unit of driving 50,000 km. The combined influence of variability in the lifetime, rolling resistance, size and inflation pressure of the tire, and mass and engine efficiency of the car on a range of environmental footprints was assessed via Monte Carlo simulations. We found that differences in consumer behavior can change the environmental impacts of tires with a factor 1.6 to 2.1 (95th/5th percentile). Environmental savings over the life cycle of tires are effectively achievable by stimulating the use of smaller cars and fuel-efficient tires with longer lifetimes. We found that a shift in consumer behavior specifically related to tires can result in mitigations of the tire's life cycle impacts ranging from 13% for human toxicity to 26% for climate change. Our findings show that a detailed variability analysis can provide case-specific and realistic recommendations to mitigate environmental footprints.
... On the other hand, toe-out promotes wear on the inner edges of the tread pattern [17]. ...
... A negative camber causes excessive tread wear on the inside edge of the tire and a positive one causes wear on the outside edge [17]. Both phenomena are observed with the model, as depicted in Fig. 14. ...
The tire industry still spends a considerable amount of resources on indoor and outdoor tests during the product development stage. Virtual tests provide conditions to complete this step faster, saving both money and time. Considering that life span and mileage are important issues, especially for truck tire consumers, virtual wear analyses provide valuable information that helps engineers to improve their products. This study aims to exemplify a way to predict tread band wear using the finite element method approach and Archard's wear theory. In addition, it shows the importance of following the vehicle maintenance program as it has an impact on how long the set of tires will last. Tread wear simulation is implemented through user subroutine and adaptive meshing technique, whereas friction energy is calculated using a steady-state analysis at selected working conditions. Data collected from outdoor experiments provide the necessary information to check and validate the analysis. The impact of the lack of appropriate vehicle maintenance on tire wear is evaluated by changing some boundary conditions of the model such as load, inner pressure, and camber and toe angles. The simulation results show good agreement with the information found in the literature.
... (a) Faucille égyptienne[19]. (b) Structure d'un pneu[20]. ...
... (a) Egyptian sickle head[19]. (b) Tyre structure view[20]. ...
This thesis deals with ageing of bonded joints under shear loading. The bonded joint technique competing with riveting, welding or folding methods,has sealing properties, allow to put together structures with complicated shapes and made with dissimilar materials and can be adapted for various environmental conditions. Bonded joints are generally designed to withstand shear loads. However, this technology is not competitive yet for applications which require a high level of reliability : complex loading (creep, quasi-static, impact, ...) coupled with an aggressive physico-chemical environment (temperature, humidity, ....).The main objective of this thesis is to evaluate the mechanical behaviour of bonded joints under shear loading in order to enhance the robustness of the methods for predicting the behaviour of bonded joints. To address this issue, two test procedures using Digital Image Correlation (DIC) were developed to assess the mechanical behaviour of bonded joints: the Arcan test was used to identify the rheological behaviour of the adhesive layer and the End Loaded Split (ELS) test was used to observe damage evolution in the adhesive layer. Then, an experimental method was described to directly identify the shear behaviour of the adhesive layer (cohesive law). This law is the first input in simulation tools (analytical or numerical) that can predict the mechanical behaviour of bonded joints. Eventually, a semi-analytical model was developed which is able to predict the behaviour of the bonded joint (adherend displacements, shear strain and stress in the adhesive layer) under shear loading in a standard environment (ambient temperature and humidity and quasi-static loading).
... The different testing methods are shown on Figure 2. Apart from presented investigations about products from the wear of tires the numerical methods can be applied in order to fast up the development of products. 53 The investigations provide measurement of the particles originating from the wear of tires, wear of brakes, and wear of the road as well from exhaust emission in tunnels. After the measurement the amount of particles originating from each source is estimated. ...
Tires are a very important part of a vehicle, necessary for the vehicle driving. During the vehicle exploitation, due to the friction which appears in the contact between the tire and the road, it comes to the formation of so called non-exhaust particles. The particles formed during the vehicle exploitation can be composed of heavy metals and they are harmful for people’s health and for the environment. Several factors influence the size of the wear of tires. The investigations about the tires behavior as well as the size of the wear can be conducted on the road, in the laboratory, as well as by application of modern software. The paper shows the applied methodologies applied by other researchers during the investigation of tires particles formation, the applied materials for the tires manufacturing, influential parameters on the wear of tires, as well as methods for the wear of tires reduction. After analyzing other researches in the subject field, the authors have come to the conclusions related to the factors which can reduce the wear of tires and these factors should be given proper attention in further studies.
... To research tire wear caused by steady state or transient maneuvers, many papers dealing with analytical [13][14][15][16][17] and finite element (FE) approaches [18][19][20] have been published. The analytical wear models used are based on the physical phenomena of the wear process, considering the interaction between tire and road or test rig surface. ...
... In total, eleven suspension setups (12)(13)(14)(15)(16)(17)(18)(19)(20)(21)(22) with equal steps in camber angle variation are simulated. The initial wheel alignment of each setup is listed in Table 5. ...
To analyze the influence of suspension kinematics on tire wear, detailed simulation models are required. In this study, a non-linear, flexible multibody model of a rear axle system is built up in the simulation software MSC Adams/View. The physical model comprises the suspension kinematics, compliance, and dynamics as well as the non-linear behavior of the tire using the FTire model. FTire is chosen because it has a separate tire tread model to compute the contact pressure and friction force distribution in the tire contact patch. To build up the simulation model, a large amount of data is needed. Bushings, spring, and damper characteristics are modeled based on measurements. For the structural components (e.g., control arms), reverse engineering techniques are used. The components are 3D-scanned, reworked, and included as a modal reduced finite element (FE)-model using component mode synthesis by Craig–Bampton. Finally, the suspension model is validated by comparing the simulated kinematic and compliance characteristics to experimental results. To investigate the interaction of suspension kinematics and tire wear, straight line driving events, such as acceleration, driving with constant velocity, and deceleration, are simulated with different setups of wheel suspension kinematics. The influence of the setups on the resulting friction work between tire and road is examined, and an exemplarily calculation of tire wear based on a validated FTire tire model is carried out. The results demonstrate, on the one hand, that the chosen concept of elasto-kinematic axle leads to a relatively good match with experimental results and, on the other hand, that there are significant possibilities to reduce tire wear by adjusting the suspension kinematics.
