China
Africa
Explore chapters and articles related to this topic
Introduction to Tire Engineering
Published in Brendan Rodgers, Tire Engineering, 2020
The pneumatic radial tire was first developed in the 1950’s, successfully commercialized by the early 1970’s, and has now largely replaced the bias construction in those markets with fully developed road networks. Radial tires have a much less rigid casing construction, where flexible ply cords extend transversely or radially from one bead to the other bead, the bead again serving as anchors for the individual cords. The cords are at a 90-degree angle to the centerline of the tire. The ply cords in passenger tire tires are typically polyester, whereas, for heavy-duty truck tires, steel wire, designed for good fatigue resistance, is used. Below the tread and above the ply are steel wire belts made into a rigid composite hoop, which deflects the ply cord or ply-line but provides a firm foundation for the tread, creating a flat footprint and thus allowing the radial tire construction to out-perform the bias construction in terms of wear performance, traction, rolling resistance, and tire–vehicle handing (Figure 1.5).
Selection, maintenance, and relations of various parameters for off-highway hauling tires
Published in Tad S. Golosinski, Val Srajer, Off-Highway Haulage in Surface Mines, 1989
Radial ply tires are the most recent development. They have a lower rolling resistance, which ultimately results in lower fuel consumption. The construction of a bias ply tire is such that, as the tire rolls, the chords of one ply pull one away and the adjacent ply pulls another, thus straining each other. This movement generates heat and accelerates tread wear. In radial tire however, the cords run radially from bead to bead. As the tire rolls, there is no straining between cords. The radial design also allows the sidewalls and tread to act independently. When the side wall is deflected there is little effect on the tread area. This results in less tread wear. Figures 1, 2 and 3 show the construction of different tires.
Asphalt Chemistry: An NMR Investigation of the Benzylic Hydrogens and Oxidation
Published in Arthur M. Usmani, Asphalt Science and Technology, 1997
R. W. Jennings, Jacqueline Fonnesbeck, Jennifer Smith, J.A.S. Pribanic
The rutting problem can be traced to the changes that have taken place in the tire type and inflation pressure. The traditional bias-ply has been replaced by radial tire that can be used at much higher tire inflation pressures for better fuel economy and improved axle load-carrying capacity. Because of this increase in contact pressure, pavements are being subjected to stresses higher than those for which they were designed. These circumstances, combined with high summer temperatures, have led to many pavement failures due to rutting.
The green supply chains’ ordering and pricing competition under carbon emissions regulations of the government
Published in International Journal of Systems Science: Operations & Logistics, 2023
Kourosh Halat, Ashkan Hafezalkotob, Mohammad Kazem Sayadi
In this example, two primary tire manufacturers, A and B, compete in the three main cities of Iran concerning DOE emissions regulations. Each manufacturer has a sales representative in each city that refers to a retailer. Both manufacturers produce various kinds of tires that can be used for commercial vehicles, trucks, and motorcycles. However, this study considers production and planning for one type of passenger car, radial tire. The required data for the modelling was obtained from an interview with managers and experts in tire industry sectors, and public reports from the research centre of the DOE. The data was gathered for a one-year planning horizon, and all parameters were given in a realistic order of magnitude. The input parameters for the retailers and manufacturers are presented in Tables 7 and 8, respectively. In addition, the parameters of the government are considered as and .
Numerical analysis of hydroplaning behaviour by using a tire–water-film–runway model
Published in International Journal of Pavement Engineering, 2022
Xingyi Zhu, Yafeng Pang, Jian Yang, Hongduo Zhao
In this section, the steady state analysis of tire-smooth runway was conducted and the empirical formula of tire deformation (Komandi 1975) was used to verify the rationality of the tire FE model, it is expressed in Equation (20): where is actual load on driving tire, is tire parameter which is equal to 1.15 for radial tire, is section width of tire; D is tire diameter; P is tire inflation pressure; is a constant, and .
On model-based longitudinal feed-forward motion control for low velocities on known road profiles
Published in Vehicle System Dynamics, 2019
The first step in order to use the presented model for control purposes is its inversion. This can be done by using several simplifying assumptions, of which the first one is the negligence of the elastic and damping characteristics of the chassis in longitudinal direction. Later, it will become apparent that neglecting the damping parts in tire and chassis is justifiable, since the comparatively slow drive train and brakes are not able to compensate for high-frequency disturbances anyway. The equation of motion for the longitudinal direction becomes Notice that this equation holds in the vehicle fixed coordinate system. The aim is to solve for the tangential tire forces , calculate the necessary spindle torques and eventually the necessary drive torque . The tangential tire forces can be influenced by using the drive train and brakes, which both act on the spindle torques. An easy solution to connect these variables is assuming that the rolling condition used in the slip model (3a) holds directly: Together with (1c) this yields As to get rid of the sum and to solve for , an additional condition for the distribution of the tangential tire forces is needed, such that (8) still holds. This can be accomplished by assuming that the tangential tire forces relate to each other as the radial tire forces do: This is only relevant in the case of more than one contact point per tire and does not change anything, otherwise.