轮胎结构分析的一般壳体精化理论

基于一般壳体理论和Reddy型剪切精化理论，发展出适用于充气轮胎的结构非线性分析的一般壳体精化理论。为获得一个具有解析结构的近似解，将Bezier多项式用于分片描述轮胎几何形状和位移场，应用Rayleigh-Ritz法构造轮胎在充气内压作用下的内力，变形和层间应力的解，这一模型具有任意铺层性，复杂曲面逼近便捷和求解精度可控等优点。为比较起见，文中还对轮胎结构作了三维有限元数值分析。两种方法的综合比较表明，该文提出的轮胎模型不仅预测结果精确，而且大大节省计算量。     

免充气轮胎下沉量及封闭型菱形多孔结构分析

以鸟巢结构式免充气轮胎为研究对象,建立了该免充气轮胎的计算模型。提出了免充气轮胎多孔结构封闭式下沉量算法,应用ABAQUS有限元仿真软件对封闭型菱形多孔结构单向相对弹性模量进行了拟合分析。将该免充气轮胎下沉量的理论计算值、有限元仿真结果以及同型号充气轮胎的实验结果进行了对比。结果表明该免充气轮胎多孔结构封闭式下沉量算法能够近似计算该免充气轮胎的下沉量。     

具有非线性复刚度的复阻尼振动系统的摄动解

本文首次用摄动法获得了具有非线性复刚度的复阻尼振动系统的自由振动和强迫振动的解，并对这类问题作出了较为详尽的讨论，计算结果与试验结果几乎一致。     

子午线轮胎接触变形的结构有限元分析

针对195／60R14子午线轮胎建立了三维非线性有限元模型，着重研究了额定充气压力及静载荷作用下帘线承受拉应力和剪应力的基本特征。计算结果表明，接地区域摩擦力呈斜对称分布，反映了轮胎中帘线-橡胶复合材料存在变形耦合效应；冠带层、带束层、胎体帘线应力分布较为复杂，载荷变化对其应力水平和分布影响较大；在胎肩部位应力较高，且随载荷变化局部帘线应力变化剧烈，在承受交变载荷时，易形成层间剥落。分析结果有助于预测轮胎的使用性能，可以针对性地应用于因轮胎结构设计引起的质量损坏，某些对轮胎使用性能不利的受力状态可通过结构的优化设计来克服。     

子午线轮胎驻波现象和临界速度的有限元分析

利用ABAQUS软件建立了较完整系统的轮胎驻波现象的有限元模型和分析方法,包括充气、加载、匀速滚动和加速滚动过程的有限元分析以及确定轮胎驻波临界速度的Euler描述和表征的方法.由此得到的轮胎驻波临界速度与试验值吻合较好.着重分析了载荷、充气压力对临界速度的影响,结果表明,增大充气压力会显著提高临界速度,而载荷的影响则可以忽略不计.     

带圆开孔的弹性约束适度椭圆板的自由振动分析

采用弹性理论并结合边界摄动技术,对带中心圆孔的适度椭圆薄板的自由振动基频进行了分析．当薄板的内边界受弹性约束,外边界为自由,导出了自由振动基频的解析解．同时,利用ANSYS软件进行了数值模拟,通过经典边界条件下基频结果的对比,验证了基于本文理论解的计算结果的精确性．本方法可以有效用于处理具有曲线边界的薄板结构的自由振动问题．     

功能梯度矩形板的三维弹性分析

将功能梯度三维矩形板的位移变量按双三角级数展开，以弹性力学的平衡方程为基础．导出位移形式的平衡方程。引入状态空间方法，以三个位移分量及位移分量的一阶导数为状态变量，建立状态方程。考虑四边简支的边界条件，由状态方程得到了功能梯度三维矩形板的静力弯曲问题和自由振动问题的精确解。由给出的均匀矩形板自由振动问题的计算结果表明．与已有的理论解以及有限元方法的计算结果相吻合。假设功能梯度三维矩形板的材料常数沿板的厚度方向按照指数函数的规律变化．进一步给出了功能梯度三维矩形板的自由振动问题和静力弯曲问题的算例分析，并讨论了材料性质的梯度变化对板的动力响应和静力响应的影响。     

受静载作用圆薄板的非线性振动

本文研究了圆薄板在均布横向压务和边缘和初张力联合作用下的非线性弯曲基础上振幅非线性自由振动。运用ｖｏｎ ｋａｒｍａｎ薄板理论，首先给出非线性弯曲静力问题的解；然后，对静平衡构形附近的非线性自由振动方程的空间部分，应用伽辽金法得到关于时间部分的非线性动力方程。最后，用ＫＢＭ法获得了静载为参数的频幅响应关系。     

压电功能梯度板自由振动的三维解

基于三维弹性理论和压电理论，导出了有限长矩形压电功率梯度板的动力学方程及相应的边界条件，并用幂级数展开法进行了求解，得到了压电功能梯度板自由振动的三维精确解公式，求解了自由振动的固有频率，并分析了压电系数的梯度变化对不同电学边界条件下压电板的自由振动频率的影响，结果可用于校核不同的近似理论及理解压电结构的动态行为。     

冰面上轮胎摩擦牵引力的实验研究

研制开发了测试冰雪面轮胎力学特性的试验装置,该装置具有可作往复运动的平台冰槽。在不同冰基体温度下,分析了轮胎摩擦引力受侧偏角,载荷和轮胎充气压力的影响,从试验角度论证了轮胎中央充放气系统对改善冬季轮胎牵引性能的作用,该装置的建立将有利于轮胎新结构和新材料的开发,并起到完善现有轮胎力学模型的作用。     

Theoretical and experimental analysis of the contact between a solid-rubber tire and a chassis dynamometer

We consider the problem of modeling the test where a solid-rubber tire runs on a chassis dynamometer for determining the tire rolling resistance characteristics.We state the problem of free steady-state rolling of the tire along the test drum with the energy scattering in the rubber in the course of cyclic deformation taken into account. The viscoelastic behavior of the rubber is described by the Bergströ m–Boyce model whose numerical parameters are experimentally determined from the results of compression tests with specimens. The finite element method is used to obtain the solution of the three-dimensional viscoelasticity problem. To estimate the adequacy of the constructed model, we compare the numerical results with the results obtained in the solid-rubber tire tests on the Hasbach stand from the values of the rolling resistance forces for various loads on the tire.     

一种变厚度的精化壳体理论及其应用

在Reddy型高阶壳体理论的基础上，采用沿壳体厚度方向的剪切应变呈抛物线分布并且能够满足在壳体的上下表面为零的假设，发展出了一种适合于对变厚度壳体进行非线性分析的方法。该方法利用Ritz原理得到问题的控制方程。通过对一种典型的变厚度壳体结构（子午线轮胎）的结构分析，该方法的计算结果与商用有限元软件的三维分析结果能够很好的吻合。表明了该方法的适用性和有效性。     

Fractional-order PWC systems without zero Lyapunov exponents

In this paper, it is shown numerically that a class of fractional-order piece-wise continuous systems, which depend on a single real bifurcation parameter, have no zero Lyapunov exponents but can be chaotic or hyperchaotic with hidden attractors. Although not analytically proved, this conjecture is verified on several systems including a fractional-order piece-wise continuous hyperchaotic system, a piece-wise continuous chaotic Chen system, a piece-wise continuous variant of the chaotic Shimizu-Morioka system and a piece-wise continuous chaotic Sprott system. These systems are continuously approximated based on results of differential inclusions and selection theory, and numerically integrated with the Adams-Bashforth-Moulton method for fractional-order differential equations. It is believed that the obtained results are valid for many, if not most, fractional-order PWC systems.     

The determination of the deflection, contact area, dimensions, and load carrying capacity for driven pneumatic tires operating on concrete pavement

In order to predict the performance of pneumatic tires with respect to rolling dimensions and traction, it is necessary to determine the relationships between a tire's dimensions and its behaviour under load. In this paper, mathematical expressions are given describing tire deflection, contact area dimensions, and load carrying capacity. A means of determining ply rating when the required load capacity and dimensions are known is also presented. The relationships are all based on the results of tire tests.     

The determination of deflection and contact characteristics of a pneumatic tire on a rigid surface

The contact pressure, contact area, contact width, contact length and vertical deflection of a pneumatic tire on a rigid surface depend on tire size, load and inflation pressure and can be derived by means of mathematical expressions. These expressions have been widely utilized and checked in practice for different tires.     

Three-dimensional modeling of tires

Modeling the stress-strain state of pneumatic tires in the conditions of steady-state and transient rolling is of interest for mechanics of composites and computational mechanics and important from the applied point of view. Mechanical models of various levels of complexity can be used for numerical modeling. In quite a few papers, the corresponding models are derived from the theory of orthotropic shells [1]. However, more thorough and accurate studies of the stress-strain state can be carried out on the basis of three-dimensional models based on the elasticity or viscoelasticity equations. As far as Russian authors are concerned, this approach has first been suggested and implemented in [2]. Another, combined approach uses both the shell theory and the three-dimensional equations of elasticity theory [3, 4]. This approach is reasonable, because the tire structure includes both volumes filled with rubber and thin layers of the rubber cord. The rubber cord layers can be considered as a composite whose structural components possess very different properties. Also, it is quite admissible to consider the rubber cord as a structure periodic in the horizontal projection. Note that the mathematical theory of periodic composites has been developed in [5]. Owing to strong anisotropy and inhomogeneity of the material, large shape distortions of the tire, and, in some cases, its large deformations, viscoelastic properties of rubber play an important role, so that the mechanic model of the tire turns out to be quite complex. The large property differences between various structural components make the matrix of the resulting system of linear equations ill-conditioned, which complicates its numerical solution [6].In this paper, theoretical aspects of a three-dimensional tire model and its numerical implementation are considered.     

A tire–ice model (TIM) for traction estimation

Increased traffic safety levels are of highest importance, especially when driving on icy roads. Experimental investigations for a detailed understanding of pneumatic tire performance on ice are expensive and time consuming. The changing ambient and ice conditions make it challenging to maintain repeatable test conditions during a test program. This paper presents a tire–ice contact model (TIM) to simulate the friction levels between the tire and the ice surface. The main goal of this model is to predict the tire–ice friction based on the temperature rise in the contact patch. The temperature rise prediction in the contact patch is based on the pressure distribution in the contact patch and on the thermal properties of the tread compound and of the ice surface. The contact patch is next classified into wet and dry regions based on the ice surface temperature and temperature rise simulations. The principle of thermal balance is then applied to compute the friction level in the contact patch. The tire–ice contact model is validated by comparing friction levels from simulations and experimental findings. Friction levels at different conditions of load, inflation pressure, and ice temperatures have been simulated using the tire–ice contact model and compared to experimental findings.     

On the dynamic behavior of agricultural tires

The dynamic behavior of vehicles which are equipped with pneumatic tires depends, to a degree, on the properties of the tire. Therefore, road handling and comfort are also affected by tire characteristics. When the inflation pressure is reduced one obtains a softer “spring”. The dynamic spring coefficient C_dyn increases with increasing rolling speed. Damping coefficient k is related to the excitation frequency by a power function. This function shows a sharp negative slope for low velocities. These conclusions apply to the tire types and test conditions described in this paper.