49 results about "Contact patch" patented technology

A control system (300) for controlling an active suspension system (104) of a vehicle (100), the active suspension system comprising suspension actuators (502), the control system comprising one or more controller (301), wherein the control system is configured to: in dependence on an activation signal (904), provide (908) a control signal to the active suspension system to cause the suspension actuators of the active suspension system to repetitively pulse vertical force through wheels (FR, FL, RR, RL) of the vehicle in a controlled pattern determined by the one or more controller, to vary wheel-to-surface contact patch forces, wherein the pattern comprises repetitively pulsing vertical force through at least one of the wheels at a first phase and through at least one other of the wheels at a second phase.

The present invention relates to the technical field of wheel-rail material friction and wear. Provided is a three-dimensional wheel-rail wear map construction method taking ambient temperatures and material properties into consideration. The method comprises: 1) on the basis of wheel-rail rolling friction and wear experiments under different contact parameters, obtaining the friction and wear performance of a wheel material under the condition of different ambient temperatures and different wheel-rail hardness ratios, and constructing a function relationship between a wheel wear rate and the dissipated energy per unit area of a wheel-rail contact patch under a series of conditions with different ambient temperatures and wheel-rail hardness ratios; 2) performing function fitting on experimental data to respectively obtain a three-dimensional wheel wear map taking ambient temperatures into consideration and a three-dimensional wheel wear map taking wheel-rail material hardness ratios into consideration; and 3) selecting a two-dimensional reference wear map, and by means of normalization processing, constructing a three-dimensional wheel wear map simultaneously taking ambient temperatures and material hardness ratios into consideration. On the basis of a constructed wear map, the present invention can preferably predict a wheel wear behavior under the condition of different ambient temperatures and different material properties.

The invention relates to a method for stabilizing a motor vehicle during emergency braking. For this purpose, direction-alternating micro-steering impulses are automatically superimposed on the steering system during the braking process, which cause a lateral micro-migration of the tire-road contact surface. The micro-steering impulses have an amplitude below that of the steering angle change consciously perceived by the driver and are designed to relieve thermally overloaded contact segments and cyclically engage adjacent, adhesive contact areas. This stabilizes the usable coefficient of friction on the tire contact patch. The procedure helps, particularly in dangerous situations during emergency braking on straight stretches or in curves, to compensate for a decrease in lateral grip and to maintain vehicle stability and steerability.

The invention belongs to the field of tire dynamics design, and particularly relates to a brush model tire dynamics calculation method based on a finite element tire grounding model. The method comprises the following steps: establishing a finite element tire grounding model, acquiring distribution data of contact pressure on a tire grounding print along the direction and the length of the grounding print, and fitting the distribution data by adopting a polynomial function; acquiring rigidity information per unit length of the tire, and taking the corrected polynomial function as a distribution function of the contact pressure along the direction; inputting the distribution function of the contact pressure along the direction, the grounding print length and the rigidity information per unit length into a brush model to calculate six components; a finite element tire grounding model is used for carrying out rolling dynamics calculation to obtain a six-component calculation result, and efficiency and precision comparison is carried out on the result and a six-component calculation result of a brush model. According to the method, the problem of long tire dynamics calculation time of a finite element model is solved, and the problem that a brush model can only perform qualitative analysis but cannot perform quantitative calculation is solved.

The invention relates to a method and system for stabilising a motor vehicle during emergency braking on straight and curved roads. Small, direction-alternating micro-steering impulses are superimposed on the steering system, causing lateral micro-migration of the tyre-road contact patch in the millimetre range. Thermally overloaded micro-areas are relieved and adjacent high-grip segments are activated, improving usable friction and maintaining steerability. Two modes are provided: a symmetrical impulse pattern for straight-line braking (Mode A) and an asymmetrical pattern with an impulse-time bias for braking in curves (Mode B). A transition mode interpolates between both. Activation is based on TACTOS sensor signals indicating thermal, structural-dynamic or slip-instability conditions. The system is compatible with ABS and ESC and may be used in heavy goods vehicles, trailer combinations and autonomous vehicles. A computer program and an electronic control unit for performing the method are also disclosed.

The present invention relates to the field of tire simulation design technology, and more particularly to a method, application, and program product for identifying and visualizing the slip and adhesion zones of a tire's contact patch. This method processes numerical simulation data to determine the slip state of tire nodes within the contact patch and uses a program to visualize this state, providing technical support for tire design engineers.

The invention relates to the technical field of automobile part production, in particular to an automatic assembly tool and method for an annular contact piece of a combination switch, and the tool comprises a box body which is provided with a contact piece assembly module, a discharging module and an electrical control module; the contact piece assembling module comprises a bracket, a pressing direct-acting piece and a pressing piece, the bracket is used for bearing the contact piece and the bottom supporting piece, the pressing piece is located above the bracket and used for pressing the bottom supporting piece so that the contact piece can be clamped on the bottom supporting piece, and the pressing direct-acting piece is used for driving the pressing piece; the discharging module comprises a discharging direct-acting piece and an ejector rod, the ejector rod is used for pushing the bottom supporting piece so that the bottom supporting piece can be separated from the bracket, and the discharging direct-acting piece is used for driving the ejector rod; the electrical control module comprises a controller, and the controller is in signal connection with the contact piece assembling module and the discharging module. Compared with the prior art, the tool can improve the contact piece assembling efficiency and the qualified rate, and meanwhile, due to the fact that the overall size of equipment is small, the structure is simple, and the use and maintenance cost is reduced.

The invention discloses a tire noise determination method and device and electronic equipment. The method comprises the steps that a pattern model of a target tire is built according to pattern groove depth information and pitch information of the target tire, the pattern model comprises a three-dimensional plane model corresponding to tread patterns of the target tire, and the pitch information is at least used for reflecting the arrangement rule of pattern blocks on the tread of the whole circumference; a scanning curved surface corresponding to the grounding mark of the target tire is determined, and the scanning curved surface comprises curved surfaces corresponding to the front edge and the rear edge of the grounding mark respectively; the noise index of the target tire is determined according to the pattern model and the scanning curved surface, and the noise index is used for quantifying the gas pumping and releasing capacity of the pattern groove in the grounding process of the target tire; and determining tire noise corresponding to the noise index. The technical problem that a tire pattern noise simulation prediction method adopted in the related technology cannot effectively balance prediction precision and complexity is solved.

Vehicle systems and components are set forth, which aim to reduce rolling friction caused in part by the contact between the vehicle's tires and the ground surface over which the vehicle is traversing. These systems and / or components thereof may increase the overall fuel efficiency of a vehicle. In the examples provided, the systems and / or components change the tread contact patch of one or more tires during movement of the vehicle.

A sensor module for estimating one or more parameters of a tire includes a detection patch having a contact patch and a sidewall patch, each of the contact patch and the sidewall patch having one or more extensible capacitors with capacitance that is variable with at least deformation of the contact patch and the sidewall patch, respectively; a power source; and an electronics unit electronically connected to the power source and the detection patch and configured to control the sensor module, wherein the detection patch is configured to be attached to an inside of the tire such that the contact patch contacts an inside of a tread portion and the sidewall patch contacts an inside of a sidewall portion, and the electronics unit is configured to estimate at least one of the parameters of the tire using the capacitance of the one or more extensible capacitors.

This invention discloses a method for determining the parameters of wheel-rail rolling contact fatigue damage function that considers the microscopic contact solution within the contact patch, is applicable to different railway systems, and has good predictive performance. The method includes the following steps: solving for transient wheel-rail contact state parameters; calculating the macroscopic rolling contact solution and the microscopic contact solution within the contact patch; and solving for the transient wear number Tγ and the total transient damage value D within the contact patch at any given time. t and peak transient damage value h m Solve for the local wear coefficient τγ within the contact patch. L ; with h m As τγ L d L , thus obtaining τγ L with h m The corresponding relationship; by changing the working conditions, Tγ and τγ covering the entire domain of the macroscopic damage function model under different traction coefficients are obtained. L The relationship between them; for τγ at the critical point L The reduction is calculated based on the wear reduction until the total local damage value d within the corresponding contact patch is reached. t Total transient damage value D within the contact patch t Equal to each other, we obtain the reduced τγ L With d L The relationship is as follows: the parameters of the local damage function model are obtained by fitting and / or the parameters of the macroscopic damage function model of another railway system are derived by reverse calculation.

The invention relates to static tire load estimation. A system is provided that includes a tire disposed on a rim of a wheel, and a light-based sensor array disposed circumferentially around the rim, where each light-based sensor in the light-based sensor array is directed toward the tire. The system includes a computing device that may receive one or more distance readings from a light-based sensor array, generate a parabola that approximates a tire contact area based at least in part on the one or more distance readings, approximate a shape of the contact area based at least in part on the parabola, and generate a plurality of light-based sensors based on the approximate shape of the contact area. And determine a static load estimate based at least in part on the shape of the contact region.

A pneumatic tire includes a tread. The tread includes a pair of shoulder main grooves, and shoulder ribs disposed further outward in the tire axial direction relative to the shoulder main grooves, respectively. Each of the shoulder ribs includes a slit that extends in a direction intersecting the shoulder main grooves and terminates within the shoulder rib. The slit has an inward end in the tire axial direction, and the inward end is disposed further inward in the tire axial direction relative to a contact end of the tread. The tread includes a contact patch having a rectangle ratio A of 0.6 or more and 0.7 or less.

The invention discloses a friction model parameter identification method and device for a rubber wheel. Comprising the following steps of: acquiring a joint mark area, multiple groups of simulation data and multiple groups of experiment data of the rubber wheel under multiple load conditions; determining the simulation precision of each load condition according to the grounding mark area under each load condition and the grounding mark area in the plurality of groups of simulation data; aiming at each working condition corresponding to the target load condition of which the precision reaches the standard, adjusting a grounding friction coefficient in the first simulation data based on the simulation data and the experimental data under the working condition, and obtaining simulation data obtained by simulating the rubber wheel according to the adjusted target grounding friction coefficient under the working condition; and performing parameter identification on the friction model based on the target grounding friction coefficients of the rubber wheel under the plurality of working conditions corresponding to each target load condition and the corresponding simulation data. The technical problem that the simulation result precision of the rubber wheel is low due to the fact that the friction model parameters of the rubber wheel are set to be fixed values in the related technology is solved.

To provide a manufacturing method for a tire capable of accurately reproducing a worn state in a short time.SOLUTION: A manufacturing method for a tire includes: a vulcanization step S1 for forming grooves 3 in a tread part 2 by vulcanization molding; a cutting step S2 for cutting a contact area 2sa using a numerically controlled lathe device 4; a grinding step S3 for grinding the contact area 2sb using a tire grinding device 5; a measurement step S4 for measuring a groove depth d of the groove 3 and a surface roughness r of the contact area 2s; and an inspection step S5 for confirming whether the groove depth d and surface roughness r are within specified ranges. The numerically controlled lathe device 4 includes a cutting blade 4a whose movement is controlled based on pre-stored profile data of the contact area 2sa. In the cutting step S2, the cutting blade 4a is moved by a first movement amount L from one side of the contact area 2sa in a tire axial direction to the other side while rotating the tread part 2. The first movement amount L is greater than an axial width W of the tire in the profile data.SELECTED DRAWING: Figure 4

This invention provides a deep learning-based intelligent analysis method and system for multimodal heterogeneous data, relating to the field of multimodal data processing technology. The method includes: acquiring multimodal raw data during urban rail transit train operation; performing timestamp synchronization alignment and dimension normalization on the raw multimodal data to obtain a standardized multimodal data sequence; inputting the standardized multimodal data sequence into corresponding modality-specific feature extraction networks to obtain modality feature vector sets with quality assessment labels; inputting the modality feature vector sets with quality assessment labels into a signal-to-noise ratio adaptive cross-modal feature alignment network; and spatially projecting and mapping the data onto the train's key physical structures to locate three multidimensional sensing anchors: the lateral stiffness node of the bogie side beam, the center of the wheelset tread contact patch, and the traction motor rotor air gap monitoring point. This invention enables accurate identification and graded early warning of bogie faults, wheelset wear, and power supply anomalies.

To provide a pneumatic tire which can achieve both wear performance and wet performance.SOLUTION: A pneumatic tire 1 includes a tread part 2 having a contact surface 2s, and is used while being mounted on a rim. The rim diameter RD of the rim is 10 to 18 inches, and the rim width RW is 78% to 99% of a cross-sectional width SW of the tire. A ratio SH / SW of the cross-sectional height SH of the tire to the cross-sectional width SW is 30% to 45%. The tread part 2 has at least two circumferential direction grooves 6 continuously extending in a tire circumferential direction, and a plurality of land parts 7 partitioned by the circumferential direction grooves 6. A sum Sc1 of contact areas of the land parts 7 at the time of brand-new is 80% to 95% of the total area S of a virtual contact surface filling all the grooves including the circumferential groove 6. The maximum groove width W1 of the circumferential groove 6 at the time of brand-new is 1.0% to 5.3% of the maximum contact length L1 in the tire circumferential direction when a normal load is loaded on the tire in a normal state, and a maximum contact length L1 in the tire circumferential direction when being contacted to a plane at a camber angle of 0°.SELECTED DRAWING: Figure 1

1. Name of the product in this design: Tire tread. 2. Purpose of this design: The tire is used as part of the wheel, and the tread of the tire is used as part of the tire's contact patch. 3. The key design elements of this product are its shape, pattern, and their combination. 4. The image or photograph that best illustrates the design's key points: a 3D model. 5. Other situations requiring explanation: The portion shown by the dashed line in the view does not constitute part of the claimed design.

A sensor module for estimating one or more parameters of a tire, the sensor module comprising: a detector patch comprising a contact patch and a sidewall patch, the contact patch and sidewall patch respectively comprising one or more stretchable capacitors, one or more extendable capacitors having a capacitance that varies due to at least a deformation of each of the contact patches and the sidewall patches; a power supply; and an electronic unit in electronic communication with a power source and a detector patch configured to be attached to the inside of the tire such that the contact patch contacts the inside of the tread portion and the sidewall patch contacts the inside of the sidewall portion, and configured to control the sensor module, the detector patch being configured to be attached to the inside of the tire such that the contact patch contacts the inside of the tread portion and the sidewall patch contacts the inside of the sidewall portion. The electronics unit is configured to estimate at least one parameter of the tire using the capacitance of one or more stretchable capacitors.

The present specification provides a sensor unit, computing device, system, and method for monitoring tire performance in a power efficient way. This system uses the sensor unit including a contact patch sensor and a microcontroller, a computing device, and a server to determine the tire wear and tire load of a tire. This method of monitoring tire load and tire wear improves over traditional methods by providing continuous monitoring in a power efficient operation.

The invention relates to a method and a system for stabilizing a motor vehicle during an acceleration maneuver. A slip condition of one or more wheels is detected on the basis of vehicle dynamics variables, including wheel speeds, yaw rate and lateral acceleration. Depending on the detected slip, alternating micro-steering impulses or micro-steering torque impulses are automatically applied to a steering system, the impulses having sub-degree steering angle variations and generating a lateral micro-movement of the tire contact patch. The micro-impulses serve to stabilize lateral forces and are executed in two operating modes: a symmetric mode for acceleration in substantially straight- line travel and an asymmetric mode with an impulse-time bias for acceleration in cornering. The impulse parameters are adapted to steering angle, yaw rate and lateral acceleration. The invention further comprises a system with sensors, a control unit and an actuator for generating the micro-steering impulses.

A control system (300) for controlling an actuator arrangement (104) of a vehicle (100), the actuator arrangement being capable of modifying a camber angle of at least one wheel of the vehicle, the control system comprising one or more controller (301), wherein the control system is configured to: receive (1004) surface information indicative of a low-traction surface over which the vehicle is travelling; and independence on receiving the surface information, control (1012) the actuator arrangement of the vehicle such that a wheel-to-surface contact patch of the at least one wheel is laterally moved relative to the vehicle as a result of camber modification.

To provide a method for accurately estimating the wear of a tire during driving, independent of its wear pattern, the wear is estimated using an index of deformation rate at or near the tire contact patch, a contact time ratio, and deflection. The deformation rate index is calculated based on the magnitude of either or both of the positive and negative peaks in the radial acceleration waveform obtained by differentiating the time-series waveform of the tire's radial acceleration detected by an accelerometer mounted on the tire. The contact time ratio is the ratio of the contact time (the time interval between the positive and negative peaks) to the tire's rotation time (the time interval between either the positive or negative peaks). The deflection is the difference between the tire radius (the radius of the tire when unloaded) and the effective radius (the radius of the tire when in motion).

The present invention relates to the field of tire design technology, and more particularly to a method, application, and computer program product for automatically extracting tire numerical simulation contact patch information. A method for automatically extracting tire numerical simulation contact patch information comprises the following steps: 1) obtaining node coordinate information after deformation of the tire model; 2) obtaining unit composition information in the tire model; 3) obtaining contact pressure or pressure information of the node; 4) obtaining the coordinate extreme value node of the contact node; 5) obtaining the adjacent nodes of the coordinate extreme value point of the contact node; 6) interpolating the coordinate extreme value point of the contact node with the adjacent nodes to obtain the length and width of the contact patch; and 7) calculating the average degree of contact pressure. The above method can realize the automatic extraction of tire numerical simulation contact patch information, which is convenient for comparison with experimental test results and tire solution evaluation.

The invention relates to the technical field of automobile tire performance estimation, and discloses a tire grounding mark length estimation method based on a vehicle-mounted tire acceleration sensor, which comprises the following steps: S1, fixing a three-axis acceleration sensor on the inner surface of a tire crown, and then engaging a tire body of a tire with a rim to obtain a tire grounding mark length estimation result; installation of the tire and the three-axis acceleration sensor is completed, and radial acceleration, tangential acceleration signals and lateral acceleration signals of the tire are collected in real time; and S2, calculating the instantaneous rotation angular velocity of the tire according to the offset mean value of the radial acceleration. The three-axis acceleration sensor is directly mounted on the inner surface of the tire crown, and the key parameters are directly extracted from the motion characteristics of the tire body without depending on an external vehicle speed sensor or other auxiliary equipment, so that the dependence on external equipment is reduced, and the accuracy and reliability of grounding mark length estimation are effectively improved; meanwhile, the complexity of the system is reduced, and actual loading application is facilitated.

A damper wedge for a railroad car truck includes a friction member that rides on the wear plate of the side frame column of the railroad car truck and a non-metallic wear surface; and a spring seat that, in use, engages a spring of the railroad car truck. The inclined damper wedge surface has a primary angle alpha, and a secondary angle beta. The spring seat has an axial centerline. The inclined damper wedge surface has a curvature. The curvature has a working point. The damper wedge has a datum plane that is normal to the non-metallic wear surface and that contains the axial centerline. The axial centerline meets the inclined damper wedge surface at an intersection point that is the center of a contact patch. The working point is located in a central region of the contact patch, or working surface patch, downslope of the intersection point.

The utility model discloses a contact structure of a toggle switch, which comprises a shell, a pair of static contacts arranged on the inner bottom wall of the shell, a contact piece capable of doing seesaw motion arranged at the inner bottom of the shell, movable contacts arranged at the bottoms of two ends of the contact piece, and compensation springs arranged between the movable contacts and the contact piece. The contact piece does the seesaw motion to enable the movable contact to be in contact with the static contact; an operation handle capable of swinging left and right penetrates through the top end of the shell, an action wheel is arranged at the bottom end of the operation handle, an action spring is assembled at the bottom in the operation handle and pushes the action wheel to make elastic contact with the contact piece, and the operation handle swings to drive the action wheel to roll along the contact piece and enable the contact piece to make warping movement. The circuit breaker has a contact compensation effect, and can effectively avoid the phenomenon of circuit failure caused by poor contact due to frequent touch and abrasion of contacts.

Systems and methods of tire monitor auto location are disclosed. A tire pressure monitoring system generates output signals to communicate with tire monitors mounted on tires of a vehicle. Times associated with return signals responsive to the output signals are used to determine a distance of the tire monitors and / or an angular displacement of the tire monitors. Using these techniques, monitors may be located without the need for vehicle operation. In other examples, accelerometers and / or contact patch measurements can be used to auto-locate tire monitors, e.g., while the vehicle is in operation.

The invention relates to a method and a system for stabilizing a motor vehicle during acceleration. Here, a slip condition of one or more wheels is detected based on vehicle dynamics measurements, including wheel speeds, yaw rate, and lateral acceleration. Depending on this, direction-alternating micro-steering impulses or micro-steering torque impulses are automatically applied to a steering system. These impulses exhibit steering angle changes in the sub-degree range and generate a lateral micro-movement of the tire contact patch. The micro-impulses serve to stabilize lateral forces and are executed in two operating modes: a symmetrical mode for acceleration in nearly straight-line driving and an asymmetrical mode with impulse time bias for acceleration in cornering. The impulse parameters are adaptively adjusted to the steering angle, yaw rate, and lateral acceleration.The invention further comprises a corresponding system with sensors, a control unit and an actuator for generating the micro steering impulses.

To provide a technology of estimating friction performance of a tire.SOLUTION: A friction performance estimation device for a tire includes a derivation part for inputting the input data including a contact pressure distribution of a ground surface of an objective tire to be an estimation object, a groove depth of the objective tire, and viscoelasticity of a rubber member constituting the objective tire to a learned machine learning model to derive output data from the learned machine learning model. The output data corresponds to a frictional coefficient of the objective tire on a wet road surface.SELECTED DRAWING: Figure 1