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Wheels and Tyres
Published in G. K. Awari, V. S. Kumbhar, R. B. Tirpude, Automotive Systems, 2021
G. K. Awari, V. S. Kumbhar, R. B. Tirpude
Wheels: Wheel is an most important structural member of the vehicular suspension system that supports the static and dynamic loads generated during various operating conditions of the vehicle. A wheel is a circular device that is capable of rotating on its axis, facilitating movement or transportation while supporting a load.
Running gear and braking
Published in Andrew Livesey, Motorcycle Engineering, 2021
The wheel diameter, which is also the tire size, is measured at the tire seating part of the rim. You should note that the flange extends beyond this part of the wheel. The wheel width, which is also the equivalent of the nominal tire width, is measured between the inside faces of the flanges.
Introduction
Published in Georg Rill, Abel Arrieta Castro, Road Vehicle Dynamics, 2020
Georg Rill, Abel Arrieta Castro
The wheel consists of the tire and the rim. Handling tire models approximate the contact patch by a local road plane, which is represented by the contact point P and the unit vector en perpendicular to this plane. The contact geometry is discussed in detail in Chapter 3. The rim is mounted at the wheel carrier or knuckle. The suspension system, which attaches the wheel carrier to the chassis, is extensively described in Chapter 5. Depending on the type of suspension system, the wheel carrier and the attached wheel can perform a hub motion z and optionally a steering motion δ, Figure 1.2. To describe the position and orientation of the wheel carrier and the wheel, a reference frame with the axesxC, yC, zC is fixed to the wheel carrier. The origin of this axis system is supposed to coincide with the wheel center M. The position and the orientation of the wheel carrier depend on the hub motion z and optionally on the steer motion δ. In the design position, the corresponding axes of the frames C and F are supposed to be parallel. The wheel itself rotates with the angle φ about an axis that is determined by the unit vector eyR, Figure 1.2.
A novel three-dimensional wheel–rail contact geometry method in the switch panel considering variable cross-sections and yaw angle
Published in Vehicle System Dynamics, 2021
Yu Chen, Jian Wang, Jiayin Chen, Ping Wang, Jingmang Xu, Boyang An
The variable rail profiles are obtained by the analytical method in Section 2.1, then the contact point can be determined based on the variable rail cross-sections. In three-dimensional spaces, searching for the wheel–rail contact point is complex. When rail profiles can be considered as a cylindrical surface, Wang [7] developed a contact locus method to accelerate the progress by transferring the 3D wheel surface to a contact locus. The wheel is considered as a body of a revolving surface and composed of a series of rolling circles with the centerline of the wheel set axle. Each rolling circle only has a potential contact point because of geometric constraints. All potential contact points belong to a spatial curve on the wheel surface. This curve is called the ‘contact locus’.
Locomotive wheel polygonisation due to discrete irregularities: simulation and mechanism
Published in Vehicle System Dynamics, 2021
Gongquan Tao, Zefeng Wen, Guosheng Chen, Yun Luo, Xuesong Jin
The wheel diameter is 1250 mm, so the wheel circumference is about 3927 mm. The wheel is discretised into a total of 3927 points around its circumference with a resolution of 1 mm. Then, all the wear contributions within contact patch at each discrete point are summed in the longitudinal direction. The wear distribution at nth cross-section is achieved During the simulation of wheel OOR evolution, it is assumed that the wheel and rail transverse profiles retain unchanged. Only the two-dimensional wear distribution along the wheel circumference is of interest. Therefore, the maximum wear depth (max()) at each cross-section is taken as the wear depth of the nth cross-section along the wheel circumference in the mth revolution. The accumulated roughness at nth cross-section of the wheel after M revolutions can be written as