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Christophe Thiry TVM Vibration Mechanics
High speed rolling in Abaqus Explicit
Transient Dynamics Method
Tire Vehicle Mechanics Applications
September 2011
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Table of content
TVM department in Global Tire Performance Prediction
NVH Comfort performance
High speed rolling over a cleat
9 Experimental cleat test : setup
9 Cleat impact simulation : approach, damping
9 Ride and Comfort indicators
9 Post-processing of data : Example of application and validation
Cleat impact simulation as input to Vehicle model
Other application
9Blocked force approach sensitivity versus cleat size
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TVM a global department
Akron Luxembourg
Engineering
Technology Lab (ETL)
Tire-Vehicle Test
Research Lab
GIC*A GIC*L
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TVM, our 3 teams
TVM Competencies
New predictive test method development Tire-vehicle modelling Advanced instrumented vehicle and tire testing Performance knowledge & guidelines (trade-offs & optimization) Support product development performance prediction needs
TVM Competencies
New predictive test method development Tire-vehicle modelling Advanced instrumented vehicle and tire testing Performance knowledge & guidelines (trade-offs & optimization) Support product development performance prediction needs
Vehicle dynamicsLifecycle mechanicsVibration mechanics
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Input Tire Vehicle Driver Subjective
Comfort
Tire
Approval
NVH Comfort performance
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Vibration path
Perception pathpassenger
NVH Comfort performance
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Objective comfort characterization
Tire alone Tire on vehicle
Fixed hub cleat test ondrum
Modal analysis
Static tests
Vehicle cleat test ondrum or on road
Test on rough roads
Admittance Tire/Vehicletest or prediction
Vehicle modal analysis
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Experimental cleat test
Tire mounted on a specific rim
Inflation
Tire deflected on the drum with the specified load
Drum rotating at a constant speed and driving the tire
Tire impacted by a small cleat fixed on the drum (10 x 25 mm)
The procedure is repeated for several
drum speeds : usually 20 km/h to 100
km/h by step of 10 km/h.
Measurement of hub forces by means
of sensors located in the hub : 3
directional forces and two moments
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Time signature in terms of hub force in the vertical and fore/aft directions for the tire rolling
at 20 and 60 km/h.
Two phenomena governing the response :
- tire is enveloping the cleat
- tire is vibrating after impact
The oscillations rapidly decrease with time due to viscoelastic behavior of tire components
The importance of each phenomenon is speed dependent
Experimental cleat test
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Give information on the frequencies that are excited by road irregularities.
For instance, one eigenfrequency located at 78 Hz in vertical direction and two
eigenfrequencies located at 32 and 89 Hz in fore/aft direction
The frequency range is usually divided in three parts in order to isolate the different modes
Low frequency range 0 25 Hz
Medium frequency range 25 55 Hz (dominated by the major fore/aft mode)
High frequency range 55 130 Hz (dominated by the vertical mode)
Experimental cleat test
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Cleat impact simulation Flow chart
Drawing of tire
cross section
Materials and
weight of tire
components
Cleat Impact
Prediction Post-Processing
Predicted RideIndicators including
Dynamic Load
Factors
+ other quantities
Cleat impact simulation Flow chart
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RMS Values
Ride & Comfort indicator : RMS Value
Time Signature
Frequencydomain
Root Mean Square
FFT
3 frequency ranges
The lower the RMS Value, the lower the energy transmitted to the vehicle,
the better the tire comfort
Tire ATire B
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Measurements Predictions
Hub reaction forces in vertical are very accurately predicted :
- The prediction levels are very close to measurement levels
- The ranking between the 6 conditions is well captured (R2 of 0.98 in 0-25Hz range)
Validation of Front Tires : 255/50R19 and 255/45R20
Cleat impact simulation Example of Validation
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Conclusions
Conclusions
Transient Dynamics Method can be used to predict ride and comfort
indicators
Quantitative : simulation results in line with classical measurements
Qualitative : allow distinguishing different constructions
Results are easily post-processed by means of a GUI
Different tire constructions can be assessed by means of indicators especially
dedicated to Ride & Comfort performance
The tool has been validated (different tire concepts covering design space,
different tire sizes)
Cleat Impact Prediction can be used in tire design process
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Cleattest front axle impact avg
0
2
4
6
8
10
12
14
16
18
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CR9165
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ED0230
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RankStwheelaccrms25-55Hz[ms-2]
Audi
BMW
Mercedes
vehicle A
vehicle B
vehicle C
Example shows ranking of tires on three different vehicles Ranking based on rms-values in steering column resonance frequency range (25-55Hz)
Ranking
Rms25-5
5Hzstwheelaccelerations[ms-2
]
Vehicle cleat test
Vehicle effect makes a tremendous difference on tire performanceVehicle effect makes a tremendous difference on tire performance
Importance of vehicle in ride comfort performance
Tire1
Tire2
Tire3
Tire4
Tire5
Tire6
Tire7
Tire8
Tire9
Tire10
Tire11
Tire12
Tire13
Tire14
Tire15
Tire16
Tire17
Tire18
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Vehicle Lab Cleat test
Objective Comfort Tests Vehicle tests
Vehicle Road Cleat test
Vehicle Road test on Comfort Lanes forother types of excitation (Pave road,
rough road, )
Vehicle is instrumented with
accelerometers and microphones(Steering Wheel, Seat, Driver hears,)
WheelHubVertical 44G11
44G16
Vehicle response is analyzed in the frequency domain andmetrics are used to compare (rank) tire constructions
INPUTS
OUTPUTS
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Provide advanced tire/vehicle NVH performance prediction capability
Vehicle Model + Tire model = Advanced Tire/Vehicle Predictions
Use vehicle model (experimental or predictive) coupled with a high fidelity finite-element (based)tire model to develop optimal vehicle-specific tire designs for ride and structure-born noise
Tire/vehicle interaction has a high impact on tire performance
Improvement of tire design process with the vehicle included
What ?
Why ?
How ?
Vehicle comfort performance is predicted for candidate tire designs in early
development phase
Tire Vehicle system prediction : Objectives
Tire A
Tire B
Tire C
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Three different cases are simulated using the Transient Dynamics Method in Explicit
Blocked force approach sensitivity versus cleat size
Case 1 : Typical blocked force test Case 2 : Typical vehicle cleat test
Case 3 : The cleat is removedfrom the case 2
The excitation is given by the
vertical and fore/aft forces
applied to the hub, which
come from the case 1
Kv = 20 N/mm
C v = 2 Ns/mm
Kf= 300 N/mm
C f= 0.5 Ns/mm
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Blocked force approach is supposing that case 2 and case 3 are
equivalent.
The purpose is to show how differences between the case 2 and the
case 3 are linked to the cleat shape (width and height).
Purpose
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RMS on 0 130 Hz Error = difference between case 2 and case 3
Correlation between error and cleat size
[%]
RelativeAbsolute
Mass node
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GIC*A GIC*L
Thank you for your attention