Editorial Type:
Article Category: Research Article
 | 
Online Publication Date: 01 Oct 2017

Expansion of ologic™ Technology for Eco-Friendly Vehicles

,
,
, and
Page Range: 288 – 306
DOI: 10.2346/tire.17.450403
Save
Download PDF

ABSTRACT

To realize a substantially eco-friendly tire that simultaneously offers appreciable drivability and traction performance, the authors have developed and proposed a large and narrow tire technology called “ologic” considering size and inflation pressure effects as one of the next-generation tire technologies.

In this study, exclusive technologies in terms of tread pattern and belt construction considering a synergetic effect with compound and separation of lateral/longitudinal stiffness have been developed and evaluated through both numerical simulations and experimental analysis. As a result, appreciable improvements in terms of ologic's advantages have been observed. By using the exclusive technologies, an intermediate size of ologic tires is proposed as well for assisting adoption of ologic tires in the next generation of eco-friendly vehicles with a hope of developing a combined package of tire-suspension system and an ologic tire for making full use of ologic's advantages.

Keywords: rolling resistance; size effect; contact patch dynamics; wet grip; eco-tire
FIG. 1
FIG. 1

Environmental impact during the tire's life cycle stages.

FIG. 2
FIG. 2

Comparison of conventional and ologic tires on WGI-RRC MAP.

FIG. 3
FIG. 3

Essential components for the enhancement of ologic's potential.

FIG. 4
FIG. 4

Contact pressure distribution and curve (195/65R15, IP: 230 kPa, velocity: 100 km/h).

FIG. 5
FIG. 5

Contact pressure distribution and curve (165/60R19, IP: 320 kPa, velocity: 100 km/h).

FIG. 6
FIG. 6

Asymmetric tread pattern design for ologic and comparison of contact pressure distributions between prototype and ologic patterns (155/70R19, IP: 220 kPa, velocity: 100 km/h).

FIG. 7
FIG. 7

Schematic drawing of adhesive limit and shear stress curve and contact pressure distributions at different contact pressure conditions.

FIG. 8
FIG. 8

Basic idea of the contact mechanism of Hertz contact theory for tire application.

FIG. 9
FIG. 9

Description of ACA for tire contact patch.

FIG. 10
FIG. 10

Schematic drawings of conceptual low compression stiffness.

FIG. 11
FIG. 11

Comparison of contact area and pressure distribution on actual road surface (165/60R19, IP: 320 kPa, load: 4 kN).

FIG. 12
FIG. 12

Asymmetric and symmetric tread patterns developed for ologic.

FIG. 13
FIG. 13

Visualization of adhesive/slippage area distribution derived through friction potential calculation with component stress distributions.

FIG. 14
FIG. 14

Comparison of contact pressure and lateral shear stress distributions and lateral shear stress curves (155/70R19, load: 4 kN, velocity: 100 km/h, SA: 0°, 1°, and 3°).

FIG. 15
FIG. 15

Comparison of contact pressure and longitudinal shear stress distributions and longitudinal shear stress curves (155/70R19, Load: 4kN, vel.: 100km/h, SA: 0deg.).

FIG. 16
FIG. 16

Comparison of contribution ratio between tread weight and RR along with major RRC inducing factors due to tread deformation.

FIG. 17
FIG. 17

Schematic drawings of lateral shrinkage and ring deformation.

FIG. 18
FIG. 18

Schematic drawings of cross belts' shrinking and buckling deformations.

FIG. 19
FIG. 19

Comparison of conventional and conceptual belt constructions by finite element analysis and indoor measurements (165/60R19, IP: 320 kPa, load: 4 kN).

FIG. 20
FIG. 20

Comparison of contact pressure, lateral shear stress, and longitudinal shear stress distributions along with longitudinal and lateral shear stress curves between conventional and enhanced ologic tires (155/70R19, load: 4 kN, velocity: 100 km/h, SA: 0°).

FIG. 21
FIG. 21

Summary of indoor and outdoor evaluations for ologic tires in comparison with conventional eco-tire.

FIG. 22
FIG. 22

Comparison of ologic and conventional tire sizes in OD–SW MAP and OD ratio–SW ratio MAP.

FIG. 23
FIG. 23

Intermediate-size ologic located between current ologic and conventional tires in OD–SW MAP and OD ratio–SW ratio MAP.

FIG. 24
FIG. 24

Comparison of regular- and intermediate-size ologic tires on WGI-RRC MAP.

FIG. 25
FIG. 25

Comparison of ologic tires with different IP conditions with respect to conventional ultra-high-performance tire.

Contributor Notes

1 Corresponding author. Research Department 2, Central Research Division, Bridgestone Corporation, 3-1-1, Ogawahigashi-Cho, Kodaira-Shi, Tokyo 187-8531, Japan. Email: isao.kuwayama@bridgestone.com
  • Download PDF