• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Method for determining the adhesion potential of a tire mounted on a wheel and rolling on a ground, comprising the steps in which: the evolution of the tire rolling radius is evaluated as a function of the predetermined rolling conditions of said tire; on soils of variable and known adhesions, to constitute an experimental database, - from the experimental database, one establishes a model of estimate of the potential of adhesion (Mpotad) by determining a function connecting the potential of adherence (μmax) to the rolling radius (RRt) and to vehicle parameters, - during rolling of the tire, the rolling radius (RRt) is determined and, by application of said model (Mpotad), and according to the vehicle parameters, the adhesion potential (μmax) of said tire is evaluated.
    公开号:FR3014807A1
    申请号:FR1362880
    申请日:2013-12-18
    公开日:2015-06-19
    发明作者:Marc Duvernier
    申请人:Michelin Recherche et Technique SA Switzerland ；Compagnie Generale des Etablissements Michelin SCA；Michelin Recherche et Technique SA France；
    IPC主号:
    专利说明:

    [0001] [1] The invention relates to the field of tires for motor vehicles. More particularly, the invention is concerned with the real-time evaluation of the conditions of grip of the vehicle on the ground, so as to be able to inform the driver, or the on-board safety systems, of modifications of the driving conditions which may lead to endangering the vehicle and its passengers. [2] Several systems for estimating the adhesion of a tire to the ground have been described in the past. [3] The first adhesion potential measurement systems proposed by the equipment manufacturers are based on ABS anti-lock braking devices and anti-slip regulation of the ESP type drive wheels. These devices reconstruct by calculation, and therefore indirectly, the coefficient of adhesion of the tire on the ground, without measuring the forces developed in the contact area. [4] More recently, the document EP 1 076 235 proposes to determine the adhesion potential by measuring, by means of a sensor, the tangential forces experienced by a given sculpture element, when this sculpture element passes into the contact area. However, this method is hindered by the difficulty encountered in positioning and maintaining in working order a sensor disposed in a tread tread element, which is particularly exposed to impacts and aggression of all kinds. [5] The document W003 / 066399 describes a method for determining the adhesion potential of a tire, as well as the available adhesion margin, by measuring, in a vehicle-related reference, variations in the circumferential distances of the tire. fixed points located at different azimuths along the circumference of the sidewall of the tire. This method, however, requires that there is a large slip area in the contact area, and will emit relevant information only when the vehicle will be close to conditions from which the tire actually begins to slide on the ground. This alert may be considered too late to be considered a driver assistance. In the reference of the tire, the axis OX will be designated as the axis representing the circumferential direction of the tire, by OY the axis parallel to the axis of rotation of the tire or transverse axis, and by OZ the axis. normal to the axis of rotation of the tire, or radial axis. -2- [7] In what follows, we will define the coefficient of adhesion, denoted by the letter as the ratio between the tangential stresses and the normal stresses applied at the level of the contact area. [8] Here is meant in a broad sense constraints, constraints, forces or deformations applied at a given point, it being understood that these quantities are interconnected in a known manner. [9] The coefficient of adherence at the contact area at a given moment will therefore be expressed as:, ut = lo- +0; 7 where ax represents the tangential stress along the X axis; where Gy represents the tangential stress along the Y axis; and where az represents the pressure stress along the Z axis, which is substantially constant during most of the passage in the contact area. The limax adhesion potential at the contact area, corresponds to the maximum value of the ratio between the tangential force and the normal force that the tire can withstand during its contact with the ground. This potential adhesion is likely to change depending on the nature of the soil on which the vehicle rolls. The difference between the adhesion potential tmax and the coefficient of adhesion corresponds to the adhesion margin (tmax - p4) of the tire. The invention is based on the measurement and analysis of the rolling radius of the tire. The rolling radius can be defined as the distance traveled on the ground when the tire performs a wheel revolution divided by 27t. Conventionally, the value of the rolling radius is measured when, under the effect of a large engine torque, the wheel slips, the distance traveled per wheel revolution is then lower and the rolling radius decreases. Conversely, when a braking torque is applied, the wheel slows down and, at the extreme, can jam, as the vehicle continues to advance, and the rolling radius increases. Equally, the rolling radius can be defined as the ratio between the linear speed of the vehicle in m / s and the speed of rotation of the wheel in rad / s, or the ratio between a ground distance traveled during a given time interval and the angular variation of the wheel about its axis during the same time interval. A precise observation makes it possible to demonstrate that the rolling radius also varies in free rolling, that is to say in the absence of braking torque or engine torque, when the bonding potential varies. It appears in fact that the micro glides located between the tread and the ground in the contact area require the wheel to turn slightly faster compared to maximum adhesion conditions to maintain the vehicle to a constant speed. It is then found that, with respect to maximum adhesion conditions, the rolling radius decreases when the tire adhesion potential on the ground drops, and everything happens as if it were necessary to apply a additional engine torque. The invention proposes to take advantage of this observation, and to determine a potential for adhesion based on direct observation of the evolution of the rolling radius. These variations, of small amplitudes, are nevertheless detectable with a sufficient accuracy to allow the determination of the adhesion coefficient of the tire. It also requires, as will be seen later, to control with a small margin of error the parameters related to the vehicle and likely to interact with the measurement of the rolling radius. The method for determining the adhesion potential of a tire rolling on a floor according to the invention comprises the steps in which: - the evolution of a tire rolling radius is evaluated as a function of the conditions of the tire; predetermined rolling of said tire on soils of known and variable adhesions, to constitute an experimental database, from the experimental database, a model for estimating the adhesion potential is determined by determining a function connecting the potential adhesion to the rolling radius and vehicle parameters, - during rolling of the tire, the rolling radius is determined and, by application of said model, and according to the vehicle parameters, the adhesion potential of said tire is evaluated; . The determination of the adhesion potential therefore involves the construction of a model from experimental data obtained under known and specific rolling conditions of a given tire, and by the application of this model. under the ordinary driving conditions of the vehicle. It is also observed that, in the context of a rapid evaluation, the number of influencing parameters can be relatively limited. The implementation of the method according to the invention is also facilitated by the fact that these parameters are now accessible with sufficient accuracy through the monitoring and driving assistance means installed in most modern vehicles, to allow the adhesion potential to be determined with the desired accuracy. The method according to the invention may also comprise in isolation or in combination the following characteristics: - the rolling radius is evaluated by making the ratio between a speed of movement of the vehicle relative to the ground and a rotational speed of the wheel around its axis. the rolling radius is determined by averaging the measurements of the radius of travel acquired during a determined average duration. the average duration is between 1 and 10 seconds, and preferably between 2.5 and 3.5 seconds. the rolling radius is determined by evaluating the speed of movement of the vehicle relative to the ground using a GPS system embedded in the vehicle, and the speed of rotation of the wheel using a coder generating a plurality of pulses at each wheel revolution. the rolling radius is determined at each pulse generated by said encoder. the model for estimating the adhesion potential is applied when the rolling radius is below a predetermined threshold. the estimation model (Mpotad) of the adhesion potential (um ') is of the form, - itimax = aie (RRt) a2zéRRo a3peu Ro a4Z a5P a6PZ a7 where RRt represents the rolling radius, Z a load applied on the wheel, P a tire pressure value, and a1, a2, a3, a4, a5, a6, a7, constants. the pressure value of the tire is given by the expression: 2 P = PTPMS a8 17s0 -5- WHERE PTPMS represents a value of the pressure given by a sensor housed inside the tire, Vsd represents the speed of movement of the vehicle compared to the ground and a8 a constant. a free load applied to the wheel is evaluated by implementing the steps in which, when the vehicle is not engaged in a turn and does not undergo transverse or longitudinal acceleration, and when a motor / brake torque applied on the wheel is zero, and that the wheel is in conditions of free rolling: o one detects that the vehicle rolls on a dry ground, where one estimates the value of the rolling radius and, o with the help of the model, one search the value of the free load to obtain a potential of adhesion equal to 1. for the duration of a journey on dry ground, one determines an average free load. the adhesion potential is determined using the estimation model on the basis of the measurement of the rolling radius, the tire pressure value and the knowledge of the free load or the average free load. the adhesion potential is determined using the estimation model on the basis of the measurement of the rolling radius, the pressure value of the tire, and a load equal to an instantaneous load applied to the wheel and calculated using a function describing the dynamics of the vehicle from vehicle data at a given time comprising: o the free load or the average load applied to the wheel, and / or o a driving torque or braking, and / or o a angle of drift, and / or o transverse and longitudinal accelerations and / or o a camber angle. the load on the wheel is evaluated according to a measurement of a distance between a point on a vehicle frame and a point on a wheel support and a stiffness of a suspension connecting said support to said support frame. the adhesion potential of a tire mounted on a non-steering and non-driving wheel is determined. The invention will be better understood on reading the accompanying figures, which are provided by way of examples in the case of a passenger vehicle and are in no way limiting, in which: FIG. 1 represents an experimental plan showing the evolution of the rolling radius as a function of a variation of the adhesion potential. - Figure 2 shows an experimental design similar to the previous under conditions of different load speed and pressure. - Figure 3 shows the variation of the rolling radius as a function of the adhesion potential for different loads and pressures. FIG. 4 represents a distribution of adhesion potential values calculated from measured radius values as a function of a given real adhesion potential. FIG. 5 shows an evolution of the margin of error as a function of the rolling radius. FIG. 6 represents an evolution of the calculation of the predicted adhesion potential during a running under variable adhesion conditions. FIG. 1 showing the phenomenon on which the invention is based, makes it possible to visualize the measurement of the rolling radius of a non-driving wheel and a non-steering wheel during rolling successively on a wet ground between 0 and T1, on Dry soil between T1 and T2, then again on wet ground beyond T2, of a vehicle traveling in a straight line at a constant speed. It is observed that the RRt rolling radius increases by 0.5 mm when moving from a taxi on wet ground to a taxi on dry ground, and it decreases the same value when we pass from dry soil to wet soil. Figure 2 reproduces this experimental plan for speeds, load conditions of the wheel and different inflation pressures. There is still a variation in the rolling radius when moving from dry ground (represented by crosses) to the wet ground (represented by circles) and vice versa. The method then consists in building a relationship between the rolling radius and the adhesion potential according to the most influential vehicle parameters such as the speed, the load, the tire inflation pressure, the braking or engine torque. or the transverse forces exerted on the tire when the latter undergoes a drift angle or a camber angle. The first-order vehicle parameters that can modify the rolling radius, and therefore the determination of the adhesion potential, are the load and the pressure of the tire. The longitudinal forces related to the existence of a braking torque or a -7- engine torque and the transverse forces related to the drifting of the tire or the camber angle intervene only for the calculation of the load. Thus, considering that the longitudinal and transverse forces are almost zero, which is the case when the vehicle is not solicited by a particular maneuver, it is possible to assess the adhesion potential of the tires, and thus know the level of adhesion available if the vehicle had to brake or take a turn at a certain speed. For this reason, we will focus more particularly on a non-driving and non-steering wheel, such as for example a rear wheel on a front traction type vehicle. It will therefore be checked before making a measurement of the rolling radius while driving, that the brakes are not activated, and that the flying angle is equal to zero. This information is usually available at any time on modern vehicles equipped with driver assistance systems such as ESP (Electronic, Stability Program). [0030] FIG. 3 illustrates the evolution of the rolling radius RRt as a function of the value of the limax adhesion potential for different load and pressure conditions represented by different arrow values, respectively for a 30 mm arrow. , 18 mm and 15 mm. The arrow is here equal to the difference between the radius of the tire inflated in the free state and the radius of the tire under load. The set of data measured experimentally then makes it possible to determine a potad Mpotad model relating the limax adhesion potential with the rolling radius as a function of the load and the pressure. These measurements are made at speeds between 30 km / h and 110 km / h. The Mpotad model obtained is of the general form: ae (RRt) a2ze (RRo a3pe (RRt) Pmax a4Z a5P a6PZ + a7 where Z represents the load borne by the tire, P represents a pressure value of the tire, and the values a1, a2, a3, a4, a5, a6, a7 represent coefficients determined experimentally It is observed that a variation in the rolling radius will have an impact on the adhesion potential all the greater as this potential is high The accuracy of the determination of the adhesion potential will then depend on the precision of measurement of the value of the rolling radius, but also on the precise knowledge of the value of the pressure and the load applied on the wheel and the pressure prevailing in the tire, more specifically, the variation of the rolling radius is in a range of a few tenths of a millimeter, and therefore requires that the evaluation of this value be made with a margin of wars The determination of the rolling radius is made in a simple manner by making the ratio between the speed of movement of the vehicle relative to the ground (Vs01), and the rotational speed (Q) of the wheel around it. of its axis. RRt = Vsol / S2 [0036] The ground speed Vs01 is for example obtained from the data collected by the GPS satellite navigation system with an accuracy of 0.1 km / h. Measuring the speed of rotation (Q) of the wheel about its axis can be done using the wheel encoder used by the anti-lock braking system (ABS), and typically producing 196 pulses per revolution. wheel. It is possible to improve the accuracy of the calculation of the rolling radius by performing an average of the rolling radii measured over a predetermined average duration. An average duration of 3 seconds provides an acceptable margin of error. However, it seems necessary to limit this average duration to about ten seconds so as not to penalize the time available for information on the potential for adhesion, and to guard against the consequences of rapidly changing conditions. rolling. The rolling radius is then calculated at each pulse of the wheel encoder.
    [0002] Thus, for an average duration of 3 seconds at a speed of 90 km / h, the rolling radius is estimated 7350 times, and it is possible to reach a precision on the determination of the rolling radius of the order of +/- 0 15 mm with a 95% confidence interval. [0040] Alternatively, it is possible to measure a distance (d) traveled during a given time, and to measure the angular variation (a) of the wheel during the same time interval. The rolling radius is obtained by making the ratio between these two values: RRt = d / a [0041] The load and pressure data are vehicle parameters which are not normally liable to vary greatly during a given path. One way here is understood to mean the journey made by the vehicle between two stops of the vehicle or between two stops of the engine. The pressure of the tire is obtained by acquiring the data from the pressure sensor housed in the tire (TPMS). And it is possible to achieve an accuracy of the order of 0.1 bar with a 95% confidence interval. In order to take into account certain effects related to the centrifugation, the pressure can be corrected according to the speed as follows: P = PTPMS s 17s20 where PTPMS represents the pressure measured by the pressure sensor housed in the Pneumatic, Vsol represents the speed of the vehicle relative to the ground, and a8 a determined coefficient experimentally. The determination of the load Z can be done in several ways. A first direct way is to measure a variation in distance between a fixed point of the vehicle frame and a point of the support of the wheel. We deduce the load taking into account the stiffness of the suspension connecting the support of the wheel chassis. This method nevertheless remains dependent on instantaneous variations due to irregularities of the roadway, and requires filtering the data acquired. Another method is to use the Mpotad potad prediction model of adhesion in particular conditions, making an assumption on the value of the bond potential and looking for the value of the load Zhbre giving this value on the base of the rolling radius and the pressure measured while driving under the conditions explained above. This assumption is easily verifiable when the vehicle is traveling on dry ground and that the adhesion potential is generally equal to or greater than 1. It can be ensured of this condition using for example a acoustic detector of the noise generated by the tire while driving, or by using the information relating to the activation or deactivation of the windscreen wipers. Then it is detected that the wheel does not undergo a braking torque nor motor by observing for example the brake pedal or accelerator and that the vehicle is not engaged in a bend and does not undergo transverse accelerations nor longitudinal, which can be verified for example using accelerometers arranged in the vehicle or observing the angle of the direction; the wheel is in free running conditions. The rolling radius and the tire pressure are then measured under the conditions stated above. Then, applying the Mpotad adhesion potential determination model, the ZI load is searched for an adhesion potential equal to 1. This measurement can be made as many times as necessary while the -10 - vehicle rolls on dry ground, so as to obtain an average free load ZI, bre'y computed with a good confidence interval. This method makes it possible to determine the load carried by the wheel with a precision of the order of +/- 50 daN and a confidence interval of 95%. This value of free load or average free load which varies little during the same path, is then recorded as a basis for subsequent calculations, in particular in the case where the vehicle would encounter conditions during this journey. driving on wet or slippery ground. After verifying that the braking or motor torque applied to the wheel is zero and that the vehicle is not engaged in a bend and does not undergo transverse and / or longitudinal acceleration, the model for determining the potential of the vehicle is applied. Mpotad potad grip considering that the value of the load Z is equal to the free load Zubre or the average free load Ziibremoy, whose value is immediately available without resorting to additional calculations. In a complementary manner, one can also determine on the basis of the free load Zhbre, or the average free load Zlibremoy, a value of the instantaneous load Zmst taking into account the transverse and longitudinal stresses imposed on the wheel. It is then necessary to acquire additional information, when available on the BusCAN of the vehicle, such as transverse or longitudinal acceleration, engine or braking torque, steering angle or drift angle, camber angle, and apply a vehicle-specific dynamic model for calculating the instantaneous load Zmst applied to the wheel. These models, which are well known to those skilled in the art, do not form part of the present invention and can be developed from the publications made by way of example in "Fundamentals of Vehicle Dynamics", 1992 by TD GILLESPIE, in "Links on the ground" 1995 by T.HALCONRUY, or in "A new model for vehicle dynamics simulations" by BAYLE, FORISSI ER and LAFON "of the company making the present request, on the basis of the model proposed by PACEJKA A limax adhesion potential representative of the instantaneous running conditions of the tire is then determined using the Mpotad model. [0054] With the announced measurement accuracies, the adhesion potential is estimated with a precision of the order of +/- 0.2 with a 95% confidence interval [0055] FIG. 4 makes it possible to evaluate the dispersion of the evaluation of the calculated adhesion potential LI r-maxcalc as a function of the potential real adhesion LI r-maxreel [00 56] It is observed that this dispersion is greater for high adhesion potential values μn. That is to say, when the vehicle is traveling in conditions far from the conditions likely to endanger it. And that accuracy increases for lower values, which provides the most accurate information when the vehicle approaches slippery terrain. FIG. 5 similarly illustrates the evolution of the accuracy of the value of the adhesion potential predicted using the model as a function of the rolling radius. This error is increasing with the rolling radius and with the potential for adhesion. The highest errors correspond to the situation in which the arrow is the weakest, that is to say when the pressure is high and / or the load is low. These cases are rare in actual use. Also, to improve the reliability of the detection, it may be advantageous to limit the application of the model configurations in which the rolling radius is below a predetermined threshold, such as typically the adjustment error is less than, for example, 0.3. In the case illustrated in Figure 5, we will limit the use of the model to rolling radii of less than 306.5mm. Figure 6 illustrates a record of the value of the adhesion potential iimax calculated during a taxi on a soil having variable adhesion coefficients during a journey of 15 minutes. The proposed method therefore provides reliable information on the evolution of the potential of adhesion, the knowledge is essential to the safety of vehicles, taking into account a phenomenon acting directly on this parameter. Embodiments of the invention serving as a basis for the present description are therefore not limiting, and may be subject, as we have seen, to alternative embodiments, provided that they allow obtain the technical effects as described and claimed. The method of the invention has been illustrated in the case of passenger car tires, but also applies to any other type of tire including agricultural vehicles, trucks, two wheels and civil engineering.
    权利要求:
    Claims (15)
    [0001]
    REVENDICATIONS1. Method for determining an adhesion potential (μm ') of a tire mounted on a wheel of a vehicle traveling on a ground, comprising the steps in which: - the evolution of a rolling radius is evaluated (RRt) of the tire according to predetermined rolling conditions of said tire on soils of variable and known adhesions, to constitute an experimental database, from the experimental database, a potential estimation model is established. of adhesion (Mpotad) by determining a function connecting the - adhesion potential (μm ') to the rolling radius (RRt) and to vehicle parameters, - during the rolling of the tire, the rolling radius (RRt) is determined ) and, by applying said model (M) and depending on the vehicle parameters, the adhesion potential (μm ') of said tire is evaluated.
    [0002]
    2. Method according to claim 1, wherein the rolling radius (RRt) is evaluated by relating a speed of movement of the vehicle relative to the ground (Vs01) and a rotation speed (Q) of the wheel around its axis (RRt = Vsol / n).
    [0003]
    3. Method according to claim 2, wherein the rolling radius (RRt) is determined by averaging the measurements of the rolling radius (RRt) acquired during a determined average duration.
    [0004]
    4. Method according to claim 3, wherein the average duration is between 1 and 10 seconds, and preferably between 2.5 and 3.5 seconds.
    [0005]
    5. Method according to claim 4, wherein the rolling radius (RRt) is determined by evaluating the speed of movement of the vehicle relative to the ground (Vs01) using a GPS system embedded in the vehicle, and the rotational speed (Q) of the wheel by means of an encoder generating a plurality of pulses at each wheel revolution.
    [0006]
    6. Method according to claim 5, wherein the rolling radius (RRt) is determined for each pulse generated by said encoder.
    [0007]
    7. Method according to one of claims 1 to 6, wherein the model for estimating the adhesion potential (Mpotad) is applied when the rolling radius (RRt) is less than a predetermined threshold.
    [0008]
    8. Method according to one of claims 1 to 7, wherein the estimation model (Mpotad) of the adhesion potential (μm ') is of the form: = aie (RRt) a2ze (RRo + a3p e (RRt) Pmax a4Z + a5P + a6PZ + a7 where RRt represents the rolling radius, Z a load applied to the wheel, P a tire pressure value, and a1, a2, a3, a4, a5, a6, a7, constants.
    [0009]
    9. The method of claim 8, wherein the pressure value of the tire (P) is given by the expression: P = PTPMS a8 17s20 where PTPMS represents a value of the pressure given by a sensor housed inside the tire , Vsol represents the speed of movement of the vehicle relative to the ground and has a constant.
    [0010]
    10. The method of claim 8 or claim 9, wherein a free load (Zhb) applied to the wheel is evaluated by implementing the steps in which, when the vehicle is not engaged in a turn and does not undergo no transverse or longitudinal acceleration, and when a motor / brake torque applied to the wheel is zero, and when the wheel is in free-rolling conditions: - the vehicle is detected to be rolling on dry ground, - it is estimated that the value of the rolling radius (RRt) and, - using the model (Mpotad), the value of the free load (Zhb) is sought, making it possible to obtain an adhesion potential equal to 1.
    [0011]
    11. The method of claim 10, wherein, during the entire duration of a path on dry ground, an average free load (ZI, bremoy) is determined.
    [0012]
    The method according to claim 10 or claim 11, wherein the adhesion potential (iimax) is determined using the estimation model (Mpotad) on the basis of the rolling radius measurement (RRt), the pressure value of the tire (P) and the knowledge of the free load (Zlibre) or the average free load (Zlibremoy) -
    [0013]
    Method according to claim 10 or claim 11, wherein the adhesion potential (iimax) is determined using the estimation model (Mpotad) on the basis of the rolling radius measurement (RRt), of the tire pressure value (P), and a load (Z) equal to an instantaneous load (Z, 'st) applied to the wheel and calculated using a function describing the vehicle dynamics from data- 14- vehicle at a given time comprising: the free load on the wheel (Ziibre) or the average load (Ziibremoy), and / or a motor or braking torque, and / or a drift angle, and / or transverse accelerations and longitudinal and / or camber angle.
    [0014]
    A method according to claim 8 or claim 9, wherein the load (Z) is evaluated as a measure of a distance between a point on a vehicle frame and a point on a wheel support. , and a stiffness of a suspension connecting said support to said frame.
    [0015]
    15. Method according to one of claims 1 to 15, wherein the adhesion potential (μm ') of a tire mounted on a non-steering and non-driving wheel is determined.
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    同族专利:
    公开号 | 公开日
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    US20160362115A1|2016-12-15|
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    法律状态:
    2015-12-21| PLFP| Fee payment|Year of fee payment: 3 |
    2016-12-22| PLFP| Fee payment|Year of fee payment: 4 |
    2017-12-21| PLFP| Fee payment|Year of fee payment: 5 |
    2019-09-27| ST| Notification of lapse|Effective date: 20190906 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1362880A|FR3014807B1|2013-12-18|2013-12-18|ESTIMATION OF ADHESION POTENTIAL BY EVALUATION OF BEARING RAY|FR1362880A| FR3014807B1|2013-12-18|2013-12-18|ESTIMATION OF ADHESION POTENTIAL BY EVALUATION OF BEARING RAY|
    US15/103,947| US9821815B2|2013-12-18|2014-12-15|Estimating adhesion potential by assessing rolling radius|
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    PCT/FR2014/053340| WO2015092246A1|2013-12-18|2014-12-15|Estimating adhesion potential by assessing rolling radius|
    EP14827842.7A| EP3083360B1|2013-12-18|2014-12-15|Estimating adhesion potential by assessing rolling radius|
    JP2016541338A| JP2017505429A|2013-12-18|2014-12-15|Estimating the potential adhesion by evaluating the radius of rotation|
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