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Manufacturing Quality Control and Tire Uniformity
Published in Brendan Rodgers, Tire Engineering, 2020
The lateral force, Fy, acts from side-to-side along the tire and wheel axle, and lateral force variation describes the change in this force as the tire rotates under load. High lateral forces can cause the tire to pull to one side or in one direction. For a large heavy-duty commercial truck tire, a variation between 10 kg and 12 kg would be characterized as a 2 kg lateral force variation, or LFV. LFV can be expressed as a peak-to-peak value, which is the maximum minus the minimum value, or any harmonic value, as described in Section 9.8.10. Lateral force is signed, such that, when mounted on the vehicle, the lateral force may be positive, making the vehicle pull to the left, or negative, pulling to the right.
Structural design and mechanical analysis of a new equipment for tire vulcanization
Published in Mechanics Based Design of Structures and Machines, 2023
Weiping Qiu, Jianbo Wang, Wangyu Liu, Zhenhong Xie, Pengfei Tian, Weigui Xie
Due to that mechanical structure has the advantages of strong rigidity and compact structure, the research of new vulcanization device to replace bladder has attracted more and more attention. Zhang et al. (2016) proposed a new inner mold direct-pressure tire vulcanization technology equipment, which could expand and contract radially to cure or unfix tires by controlling the piston rod of the central mechanism. Besides, this equipment was subjected for more than 200 vulcanization experiments. The results showed that radial force variation, lateral force variation and couple unbalance mass of tires were reduced by 16.8, 24 and 37% respectively compared to the traditional process, indicating the rigid internal mold was more effective in improving the uniformity and balance of cured tire (Zhang et al. 2019). However, the mechanical properties of the structure of the equipment were not good, and the maximum contraction ratio that could be achieved was relatively small. In addition, the dynamic analysis of the mechanism and the research about the forming accuracy were not mentioned in their paper.
On the model-based design of front-to-total anti-roll moment distribution controllers for yaw rate tracking
Published in Vehicle System Dynamics, 2022
M. Ricco, A. Percolla, G. Cardolini Rizzo, M. Zanchetta, D. Tavernini, M. Dhaens, M. Geraerts, A. Vigliani, A. Tota, A. Sorniotti
For two lateral accelerations, Figure 8 includes the Bode plots of , for: (i) the complete Model 1 formulation (Total); (ii) Model 1, by imposing 0; (iii) Model 1 with 0; (iv) Model 1 with 0, i.e. the conventional bicycle model. The novel important insight is that the effect of is much more significant than that of , which means that during the model development for anti-roll moment distribution control design, the focus should be on the lateral force variation induced by the active suspension system, rather than on the cornering stiffness variation.