Machines | Can A Tire Have High Grip And Low Rolling Resistance?
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Can a tire have high grip and a low rolling resistance? I talk with Michelin at the Shell Eco-marathon Americas to find out! When it comes to designing for efficiency, there are five major forces which a vehicle needs to overcome: aerodynamics, internal friction, gravity, inertia, and finally, rolling resistance. Rolling resistance is the energy consumed by a tire as it travels over a specific distance. Energy is lost as heat when the tire deforms on the road, creating the contact patch, and then returns to its original state as the tire continues to rotate. How much energy is lost is a result of the tire’s hysteresis. The goal is to reduce rolling resistance while still maintaining grip. Silica compounds, first invented by Michelin, have low energy losses in the low frequency range, meaning low rolling resistance, but high energy losses in the high frequency range, meaning they have high grip. As a result, it truly is possible to have tires which exhibit low rolling resistance and yet all the while high levels of grip. Michelin is one of many partners that plays an important role in the Shell Eco-marathon, dedicating a manufacturing plant for two days per year just for making the ultra-low rolling resistance tires used by the teams. The Shell Eco-Marathon is a competition where students around the globe compete to design, build, and test vehicles with the goal of creating a vehicle that goes the furthest distance using as little energy as possible. Big thanks to Shell for having me out to the event and sponsoring this video! Check out the Shell media outlets below: YouTube - https://www.youtube.com/user/Shell Facebook - https://www.facebook.com/Shell?sk=wall Twitter - https://twitter.com/shell_ecomar Instagram - https://www.instagram.com/shell/ Website - http://www.shell.com/energy-and-innovation/shell-ecomarathon.html And don't forget to check out my other pages below! Facebook: http://www.facebook.com/engineeringexplained Official Website: http://www.howdoesacarwork.com Twitter: http://www.twitter.com/jasonfenske13 Instagram: http://www.instagram.com/engineeringexplained Car Throttle: https://www.carthrottle.com/user/engineeringexplained EE Extra: https://www.youtube.com/channel/UCsrY4q8xGPJQbQ8HPQZn6iA NEW VIDEO EVERY WEDNESDAY!
Comments
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Great video!
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Unbelievable .. i never thought something cud beat steel
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how can the rolling resistance even be 1/4 of that of a trains's wheels? steel doesn't deform almost at all.
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You, sir, are my new favorite YouTube channel! German engineering greetings!
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would tire size and width also affect fuel economy?
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u can't have high grip and low rolling resistance at the same time
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Non-Newtonian compounds have been the challis of tire manufactures for decades.
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tf are those faggy kids doing invading the interview
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how did you find that 100 km/h roatating tire will deform 15 times per second ?
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Very interesting!!! one think I don't know why happens is: why does a tire lose its grip while wearing down? doesn't the tires have the same compound throu all the profile? You can notice that more dramaticly in motorsports...
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these fuckers just put silly putty in tires
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This doesn't make sense.. Surely with silica if it deforms at low frequency (i.e. rolling frequency) but does not deform at high frequency then it generates heat at low frequency which is the exact opposite of what one is trying to achieve?
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2:30 Si lui il est pas français !!
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It's unclear how hystheresis relates to grip.
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This is a really, really good video. I'm studying engineering and am familiar with the concepts, but having it distilled so nicely was still very enlightening. Normally most educational videos can spend time explaining the ideas behind each variable, with flashy but meaningless demonstrations, but without providing specifics in terms of which direction of impact each variable has, trade-offs, non-linearity, how they interact etc. Your channel and old school 1940s documentaries are the only ones that get this right when explaining technical content.
Thanks for making it! -
So, non-Newtonian rubber?
Also us older guys used to work on a 4 PSI difference between cold and hot. So if your tyres are inflated to 34 PSI when cold, they should reach 38 PSI when hot, and no more.
If they increase more than 4 PSI when hot, your cold pressure is too low and needs to be increased. If they go up less than 4 PSI when hot , your tyres were over inflated when cold and should a lower pressure when cold.
Car manufacturers usually go for comfort which is too low when cold.
Not sure if it applies nowadays. Replies welcome. -
nanotechnology folks, nanotechnology technology :)
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I would be interested in how that relates to off the shelf products. I have always thought there was a linear relation to resistance vs. grip. but this video was very informative to show both can happen. A series of videos on tires would be very interesting. Good video thanks.
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good INFO' good show.
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Ill take that 1 mpg hit over even slightly less grip any day.