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Tire Testing and Performance
Published in Brendan Rodgers, Tire Engineering, 2020
The most definitive method of determining the behavior of a tire is to examine its performance when subjected to road testing. Proving-ground testing allows all types of tires, such as passenger car, truck, earthmover, and farm, to be tested under closely monitored, safe, and controlled conditions. An industry proving ground will generally have the following test tracks and road courses available: High-speed tracks, either circular or ovalInterstate highway simulationGravel and unimproved roadsCobblestone or other surfaces, simulating rough off-road conditionsCutting, chipping, and tearing coursesWet and dry skid pads, serpentine and slalom courses for esthetics, and handling testsTethered tracks for farm tire durabilityGlass roads for footprint monitoring
Vehicle system dynamics in digital twin studies in rail and road domains
Published in Vehicle System Dynamics, 2023
Maksym Spiryagin, Johannes Edelmann, Florian Klinger, Colin Cole
Various strategies for testing, evaluation and validation of advanced driver assistance system (ADAS) and automated driving systems based on simulation and/or field operational tests have been proposed in literature, see examples in [152,153]; recently, digital twin applications are discussed for this purpose as well [154–157]. Digital twins of entire testing environments of a proving ground with the purpose of testing and validation of automated vehicle systems are presented in [158,159], along with overviews of current testing frameworks for automated vehicle systems and related state of the art methods used by the automotive industry. Before referring to the latter in more detail, we first mention several concepts which build on a reduced level of integration of physical and virtual objects and data.
Road roughness estimation based on discrete Kalman filter with unknown input
Published in Vehicle System Dynamics, 2019
Sun-Woo Kang, Jung-Sik Kim, Gi-Woo Kim
The road roughness is estimated through the proposed DKF-UI algorithm and the result is compared to the measurement results presented in Section 5.2. The test-bed vehicle is driven on the proving ground (HanKook Tire) at a speed of 20 km/h. The measurement signals are collected from the sensors mounted on the test-bed vehicle, as shown in Figure 7. The sampling rate of the measurement signals is 12,800 Hz, and each signal is processed by the band-pass filter with cut-off frequencies at 0.5 Hz and 15 Hz [25]. Figure 7(c) shows the sprung mass displacement calculated by doubly integrating the sprung mass acceleration shown in Figure 7(b). As mentioned in Section 3, the initial estimates and the and matrices should be selected to design the DKF-UI algorithm. The initial estimates are mostly assumed to be arbitrary values (,, , ). The and are also designed as (,).
Improving vibration test methods and profile selection for complex land vehicle payloads
Published in Australian Journal of Multi-Disciplinary Engineering, 2019
Time-waveform replication is a method used in vibration testing where a vehicle is instrumented and the acceleration is measured over a representative mission profile. This acceleration data is then directly fed into the shaker controller and forms the basis for the output on the shaker table. As there is no conversion to the frequency domain, there is no loss of fidelity concerning fatigue critical data and as such this method may offer a more accurate simulation. Time-waveform replication theoretically maintains any non-Gaussian distributions or non-stationary states inherent in the original measured environment provided the shaker system can accommodate. In theory, Miner’s law could be used to amplify the waveform, and produce an accelerated test; however, this would introduce similar uncertainties as operating in any of the frequency-domain methods and negate much of the benefit. In terms of simulating a measured environment, a non-accelerated test, which uses a measured time-waveform to produce the test, will offer the most realistic test, and this will reduce as far as possible the effect of any non-linear structural behaviour in the payload. It is, however, the most resource intensive method, as the entire life-of-type of the item under test must be performed with a 1:1 time ratio to achieve a full-duration test. If a full three-axes test is required, this could be significantly more effort than testing on the vehicle using a proving ground.