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Local boundedness: Difference between revisions

Latest revision as of 03:01, 30 July 2014

Contents

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-[[File:Rolling Resistance 2.png|right|thumb|Figure 1&nbsp; Hard wheel rolling on and deforming a soft surface, resulting in the [[reaction (physics)|reaction force]] '''''R''''' from the surface having a component that opposes the motion. ('''''W''''' is some vertical load on the axle, '''''F''''' is some towing force applied to the axle, '''''r''''' is the wheel radius, and both friction with the ground and friction at the axle are assumed to be negligible and so are not shown. The wheel is rolling to the left at constant speed.) Note that '''''R''''' is the resultant force from non-uniform pressure at the wheel-roadbed contact surface. This pressure is greater towards the front of the wheel due to hysteresis.]]
+== if you hate Brink picking Elf at No. Louboutin Heels ==
-'''Rolling resistance''', sometimes called '''rolling friction''' or '''rolling drag''', is the force resisting the motion when a body (such as a [[ball]], [[tire]], or [[wheel]]) rolls on a surface. It is mainly caused by [[Plasticity (physics)|non-elastic]] effects; that is, not all the energy needed for deformation (or movement) of the wheel, roadbed, etc. is recovered when the pressure is removed. Two forms of this are hysteresis losses, [[rolling resistance#Primary cause|see below]], and permanent [[plastic deformation|(plastic) deformation]] of the object or the surface (e.g. soil). Another cause of rolling resistance lies in the [[frictional contact mechanics|slippage]] between the wheel and the surface, which dissipates energy. Note that only the last of these effects involves [[friction]], therefore the name "rolling friction" is to an extent a misnomer.
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-In analogy with [[sliding friction]], rolling resistance is often expressed as a coefficient times the normal force. This coefficient of rolling resistance is generally much smaller than the coefficient of sliding friction.<ref name="Peck">{{cite book
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-| last = Peck
-| first = William Guy
-| year = 1859
-| url = http://books.google.com/books?id=orMEAAAAYAAJ&pg=PA135&lpg=PA135&dq=%22rolling+friction%22+%22less+than%22+%22sliding+friction%22&source=web&ots=Exv1A-tzPY&sig=ahIJxiBE4KU-_wTnD1uPWKXA5WE
-| title = Elements of Mechanics: For the Use of Colleges, Academies, and High Schools
-| publisher = A.S. Barnes & Burr: New York
-| accessdate = 2007-10-09
-| page = 135}}</ref>
-Any coasting wheeled [[vehicle]] will gradually slow down due to rolling resistance including that of the bearings, but a [[train]] car with steel wheels running on steel [[Rail tracks|rails]] will roll farther than a [[bus]] of the same mass with rubber tires running on tarmac. Factors that contribute to rolling resistance are the (amount of) deformation of the wheels, the deformation of the roadbed surface, and movement below the surface. Additional contributing factors include [[#Depends on diameter|wheel diameter]], [[#Depends on speed|speed]],<ref name = "Hibbeler">{{cite book
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-| title = Engineering Mechanics: Statics & Dynamics
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-}}</ref> [[#Depends on load|load on wheel]], surface adhesion, sliding, and relative micro-sliding between the surfaces of contact. The losses due to [[hysteresis]] also depend strongly on the material properties of the wheel or tire and the surface. For example, a [[tire|rubber tire]] will have higher rolling resistance on a paved road than a [[steel]] [[Wheelset (rail transport)|railroad wheel]] on a steel rail.  Also, [[sand]] on the ground will give more rolling resistance than [[concrete]].
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-[[File:Pressure distribution for viscoelastic rolling cylinders.png|thumb|Asymmetrical pressure distribution between rolling cylinders due to viscoelastic material behavior (rolling to the right).<ref name = "CONTACT">{{cite web | url = http://www.kalkersoftware.org/downloads/user-guide.pdf
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-| title = User guide of CONTACT, Vollebregt &amp; Kalker's rolling and sliding contact model. Technical report TR09-03 version v12.2. VORtech, 2012.
-| accessdate = 2012-06-02}}</ref>
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-:-- National Academy of Sciences<ref name = "NAS286">{{cite web
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-| url = http://onlinepubs.trb.org/onlinepubs/sr/sr286.pdf
-| title = Tires and Passenger Vehicle Fuel Economy: Informing Consumers, Improving Performance -- Special Report 286. National Academy of Sciences, Transportation Research Board, 2006
-| accessdate = 2007-08-11}}</ref>
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-The resulting pressure distribution is asymmetrical and is shifted to the right. The [[line of action]] of the (aggregate) [[Force#Normal_force|vertical force]] no longer passes through the centers of the cylinders. This means that a [[moment (physics)|moment]] occurs that tends to retard the rolling motion.
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-Materials that have a large hysteresis effect, such as rubber, which bounce back slowly, exhibit more rolling resistance than materials with a small hysteresis effect that bounce back more quickly and more completely, such as steel or silica. [[Low rolling resistance tires]] typically incorporate silica in place of carbon black in their tread compounds to reduce low-frequency hysteresis without compromising traction.<ref>[http://www.tyrepriceadvisor.co.uk/en/top-tyre-brands/falken-tyres Tyres-Online: The Benefits of Silica in Tyre Design<!-- Bot generated title -->]</ref> Note that railroads also have hysteresis in the roadbed structure.<ref>Астахов, p.85</ref>
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-But there is an even broader sense which would include energy wasted by wheel slippage due to the [[#Depends on applied torque|torque applied from the engine]].  This includes the increased power required due to the increased velocity of the wheels where the tangential velocity of the driving wheel(s) becomes greater than the vehicle speed due to slippage.  Since [[Power (physics)#Mechanical power|power is equal to force times velocity]] and the wheel velocity has increased, the power required has increased accordingly.
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-The pure "rolling resistance" for a train is that which happens due to deformation and possible minor sliding at the wheel-road contact.<ref>Деев, p. 79. Hay, p.68</ref>  For a rubber tire, an analogous energy loss happens over the entire tire, but it is still called "rolling resistance".  In the broad sense, "rolling resistance" includes wheel bearing resistance, energy loss by shaking both the roadbed (and the earth underneath) and the vehicle itself, and by sliding of the wheel, road/rail contact.  Railroad textbooks seem to cover all these resistance forces but do not call their sum "rolling resistance" (broad sense) as is done in this article.  They just sum up all the resistance forces (including aerodynamic drag) and call the sum basic train resistance (or the like).<ref>Астахов, Chapt. IV, p. 73+; Деев, Sect. 5.2 p. 78+; Hay, Chapt. 6 "Train Resistance" p. 67+</ref>
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-Since railroad rolling resistance in the broad sense may be a few times larger than just the pure rolling resistance<ref>Астахов, Fig. 4.14, p. 107</ref> reported values may be in serious conflict since they may be based on different definitions of "rolling resistance".  The train's engines must of course, provide the energy to overcome this broad-sense rolling resistance.
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-For highway motor vehicles, there is obviously some energy dissipating in the shaking the roadway and earth beneath, shaking of the vehicle itself, and sliding of the tires.  But other than the [[#Depends on applied torque|additional power required due to torque]] and wheel bearing friction, non-pure rolling resistance doesn't seem to have been investigated, possibly because the "pure" rolling resistance of a rubber tire is several times higher than the neglected resistances.<ref>If one were to assume that the resistance coefficients (Crr) for motor vehicles were the same as for trains, then for trains the neglected resistances taken together have a Crr of about 0.0004 (see Астахов, Fig. 4.14, p.107 at 20km/hr and assume a total Crr =0.0010 based on Fig. 3.8, p.50 (plain bearings) and adjust for roller bearings based on a delta Crr of 0.00035 as read from Figs. 4.2 and 4.4 on pp. 74, 76).  Compare this Crr of 0.0004 to motor vehicle tire Crr's of at least 10 times higher per "Rolling resistance coefficient examples" in this article</ref>
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-==Rolling resistance coefficient==
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-The "rolling resistance coefficient",  is defined by the following equation:<ref name = "NAS286" />
-:<math>\ F = C_{rr} N </math>
+ </ul>
-:where
-:: <math>F</math> is the rolling resistance force (shown in figure 1),
-:: <math>C_{rr}</math> is the dimensionless '''rolling resistance coefficient''' or '''coefficient of rolling friction''' ('''CRF'''), and
-:: <math>N</math> is the [[normal force]], the force perpendicular to the surface on which the wheel is rolling.
-<math>C_{rr}</math> is the force needed to push (or tow) a wheeled vehicle forward (at constant speed on the level with no air resistance) per unit force of weight.  It's assumed that all wheels are the same and bear identical weight.  Thus: <math>\ C_{rr} = 0.01 </math> means that it would only take 0.01 pounds to tow a vehicle weighing one pound.  For a 1000 pound vehicle it would take 1000 times more tow force or 10 pounds.  One could say that <math>C_{rr}</math> is in lb(tow-force)/lb(vehicle weight.  Since this lb/lb is force divided by force, <math>C_{rr}</math> is dimensionless.  Multiply it by 100 and you get the percent (%)of the weight of the vehicle required to maintain slow steady speed.  <math>C_{rr}</math> is often multiplied by 1000 to get the parts per thousand which is the same as kilograms (kg force) per metric ton (tonne = 1000&nbsp;kg )<ref>kgf/tonne is used by Астахов throughout his book</ref> which is the same as pounds of resistance per 1000 pounds
-of load or Newtons/kilo-Newton, etc.  For the US railroads, lb/ton has been traditionally used which is just <math>2000 C_{rr}</math>.  Thus they are all just measures of resistance per unit vehicle weight.  While they are all "specific resistances"  sometimes they are just called "resistance" although they are really a coefficient (ratio)or a multiple thereof.  If using pounds or kilograms as force units, mass is equal to weight (in earth's gravity a kilogram a mass weighs a kilogram and exerts a kilogram of force) so one could claim that <math>C_{rr}</math> is also the force per unit mass in such units.  The SI system would use N/tonne (N/T) which is <math>1000 g C_{rr}</math> and is force per unit mass, where g is the acceleration of gravity in SI units (meters per second square).<ref>Деев uses N/T notation.  See pp. 78-84.</ref>
-The above shows resistance proportional to <math> C_{rr}</math> but does not explicitly show any variation with speed, [[#Depends on wheel load|loads]], [[#Depends on torque|torque]], surface roughness, [[#Depends on diameter|diameter]], tire inflation/wear, etc. because <math>C_{rr}</math> itself varies with those factors.  It might seem from the above definition of <math> C_{rr}</math> that the rolling resistance is directly proportional to vehicle weight but [[#Depends on wheel load|it is not]].
-== Measurement ==
-There are at least two popular models for calculating rolling resistance.
-#"Rolling resistance coefficient (RRC). The value of the rolling resistance force divided by the wheel load. The Society of Automotive Engineers (SAE) has developed test practices to measure the RRC of tires. These tests ([[SAE J1269]] and [[SAE J2452]]) are usually performed{{Citation needed|date=June 2008}} on new tires. When measured by using these standard test practices, most new passenger tires have reported RRCs ranging from 0.007 to 0.014."<ref name = "NAS286" /> In the case of bicycle tires, values of 0.0025 to 0.005 are achieved.<ref>http://www.biketechreview.com/tires/AFM_tire_crr.htm</ref> These coefficients are measured on rollers, with power meters on road surfaces, or with [[coast-down test]]s. In the latter two cases, the effect of air resistance must be subtracted or the tests performed at very low speeds.
-#The coefficient of rolling resistance ''b'', which has the dimension of [[length]], is approximately (due to the [[small-angle approximation]] of <math>cos(\theta) = 1</math>) equal to the value of the rolling resistance force times the [[radius]] of the wheel divided by the wheel load.<ref name = "Hibbeler" />
-# [[ISO 18164:2005]] is used to test rolling resistance in Europe.
-The results of these tests can be hard for the general public to obtain as manufacturers prefer to publicize "comfort" and "performance".
-==Physical formulas==
-The coefficient of rolling friction for a slow rigid wheel on a perfectly elastic surface, not adjusted for velocity, can be calculated by<ref name="Peck" /><ref name="Hibbeler" />
-: <math>\ C_{rr} = \sqrt {z/d} </math>
-:where
-:: <math>z</math> is the sinkage depth
-:: <math>d</math> is the diameter of the rigid wheel
-Empirical formula for Crr for cast iron mine car wheels on steel rails.<ref>Hersey, equation (2), p. 83</ref>
-: <math>\ C_{rr} = 0.0048 (18/D)^{\frac{1}{2}}(100/W)^{\frac{1}{4}} </math>
-:where
-::<math>D</math> is the wheel diameter in in.
-::<math>W</math> is the load on the wheel in lbs.
-As an alternative to using [[#Rolling resistance coefficient|<math>\ C_{rr}</math>]] one can use <math>\ b</math> which is a different
-'''rolling resistance coefficient''' or  '''coefficient of rolling friction''' with dimension of length,
-It's defined by the following formula:<ref name = "Hibbeler" />
-:<math>\ F = \frac{N b}{r} </math>
-:where
-:: <math>F</math> is the rolling resistance force (shown in figure 1),
-:: <math>r</math> is the wheel radius,
-:: <math>b</math> is the '''rolling resistance coefficient''' or '''coefficient of rolling friction''' with dimension of length, and
-:: <math>N</math> is the normal force (equal to ''W'', not ''R'', as shown in figure 1).
-The above equation, where resistance is inversely proportional to radius r. seems to be based on the discredited "Coulomb's law" (Neither Coulomb's inverse square law nor Coulomb's law of friction).  See [[#Depends on diameter]].  Equating this equation with the force per the [[#Rolling resistance coefficient]],  and solving for b, gives b = C<sub>rr</sub>·r. Therefore, if a source gives rolling resistance coefficient (C<sub>rr</sub>) as a dimensionless coefficient, it can be converted to b, having units of length, by multiplying C<sub>rr</sub> by wheel radius r.
-==Rolling resistance coefficient examples==
-Table of rolling resistance coefficient examples:  [http://auto.howstuffworks.com/tire4.htm]
-{| class="wikitable"
-|- align=center
-|'''''C'''''<sub>''rr''</sub> ||'''''b'''''|| '''Description'''
-|-
-| 0.0003 ''to'' 0.0004<ref>Астахов, p. 81.</ref>|| ||[[#"Rolling resistance" can mean different things|"Pure rolling resistance"]] Railroad steel wheel on steel rail
-|-
-| 0.0010 ''to'' 0.0024<ref>Hay, Fig. 6-2 p.72(worst case shown of 0.0036 not used since it is likely erroneous)</ref><ref>Астахов, Figs. 3.8, 3.9, 3.11, pp. 50-55; Figs. 2.3, 2.4 pp. 35-36. (Worst case is 0.0024 for an axle load of 5.95 tonnes with obsolete plain (friction --not roller) bearings</ref>||0.5&nbsp;mm<ref name = "Hibbeler" />||Railroad steel wheel on steel rail.  Passenger rail car about 0.0020<ref>Астахов, Fig. 2.1, p.22</ref>
-|-
-| 0.001 ''to'' 0.0015<ref>{{cite web|title=Coefficients of Friction in Bearing|url=http://www.tribology-abc.com/abc/cof.htm|work=Coefficients of Friction|accessdate=7 February 2012}}</ref>
-|| 0.1&nbsp;mm<ref name = "Hibbeler" />||Hardened steel ball bearings on steel
-|-
-| 0.0019 ''to'' 0.0065<ref>Hersey, Table 6, p.267</ref>|| ||Mine car cast iron wheels on steel rail
-|-
-|  0.0022 ''to'' 0.005<ref>http://www.biketechreview.com/tires/images/AFM_tire_testing_rev8.pdf</ref>
-|| ||Production bicycle tires at {{convert|120|psi|bar|abbr=on}} and {{convert|50|km/h|mph|abbr=on}}, measured on rollers
-|-
-|  0.0025<ref name="ReferenceA">Roche, Schinkel, Storey, Humphris & Guelden, "Speed of Light." ISBN 0-7334-1527-X</ref>
-|| || Special [[Michelin]] [[solar car]]/[[eco-marathon]] tires
-|-
-|0.005 || || Dirty tram rails (standard) with straights and curves{{Citation needed|date=March 2008}}
-|-
-|0.0045 ''to'' 0.008<ref>[http://www.michelintruck.com/michelintruck/tires-retreads/xone/xOne-fuel-savings.jsp Crr for large truck tires per Michelin]</ref> || || Large truck [[Semi-trailer|(Semi)]] tires
-|-
-| 0.0055<ref name="ReferenceA"/>|| || Typical BMX bicycle tires used for solar cars
-|-
-| 0.0062 ''to'' 0.015<ref name=greenseal2003>[http://greenseal.org/resources/reports/CGR_tire_rollingresistance.pdf Green Seal 2003 Report]</ref> || || Car tire measurements
-|-
-|0.010 ''to'' 0.015<ref name="Gillespie ISBN 1-56091-199-9 p117">Gillespie ISBN 1-56091-199-9 p117</ref> || || Ordinary car tires on concrete
-|-
-|0.0385 ''to'' 0.073<ref name="treatise">Baker, Ira O., "Treatise on roads and pavements".  New York, John Wiley, 1914.  Stagecoach: Table 7, p. 28. Diameter: pp. 22-23.  This book reports a few hundred values of rolling resistance for various animal-powered vehicles under various condition, mostly from 19th century data.</ref> || || Stage coach (19th century) on dirt road.  Soft snow on road for worst case.
-|-
-|0.3<ref name="Gillespie ISBN 1-56091-199-9 p117"/> || || Ordinary car tires on sand
-|}
-For example, in earth gravity, a car of 1000&nbsp;kg on asphalt will need a force of around 100&nbsp;[[newton (unit)|newton]]s for rolling (1000&nbsp;kg &times; 9.81&nbsp;m/s<sup>2</sup> &times; 0.01 = 98.1&nbsp;N).
-==Depends on diameter==
-===Stagecoaches and railroads (diameter)===
-According to Dupuit (1837), rolling resistance (of wheeled carriages with wooden wheels with iron tires) is approximately inversely proportional to the square root of wheel diameter.<ref>Hersey, subsection: "End of dark ages",  p.261</ref>  This rule has been experimentally verified for cast iron wheels (8" - 24" diameter) on steel rail<ref>Hersey, subsection: "Static rolling friction", p.266.</ref> and for 19th century carriage wheels.<ref name=treatise/> But there are other tests of carriage wheels that do not agree.<ref name=treatise />  Theory of a cylinder rolling on an elastic roadway also gives this same rule<ref name=Williams>Williams, 1994, Ch. "Rolling contacts", eq. 11.1, p. 409.</ref>  These contradict earlier (1785) tests by Coulomb of rolling wooden cylinders where Coulomb reported that rolling resistance was inversely proportional to the diameter of the wheel (known as "Coulomb's law").<ref>Hersey, subsection: "Coulomb on wooden cylinders", p. 260</ref>  This disputed (or wrongly applied)
--"Coulomb's law" is still found in handbooks, however.
-===Pneumatic tires (diameter)===
-For pneumatic tires on hard pavement, it is reported that the effect of diameter on rolling resistance is negligible (within a practical range of diameters).<ref>U.S. National Bureau of Standards, Fig.  1.13</ref><ref>Some{{who|date=May 2012}} think that smaller tire wheels, all else being equal, tend to have higher rolling resistance than larger wheels.  In some laboratory tests, however, such as [http://www.legslarry.beerdrinkers.co.uk/tech/GS.htm Greenspeed test results (accessdate = 2007-10-27)], smaller wheels appeared to have similar or lower losses than large wheels, but these tests were done rolling the wheels against a small-diameter drum, which would theoretically remove the advantage of large-diameter wheels, thus making the tests irrelevant for resolving this issue. Another counter example to the claim of smaller wheels having higher rolling resistance can be found in the area of [[Soap Box Derby|ultimate speed]] soap box derby racing.  In this race, the speeds have increased as wheel diameters have decreased by up to 50%. This might suggest that rolling resistance may not be increasing significantly with smaller diameter within a practical range, if any other of the many variables involved have been controlled for.  See [[{{TALKPAGENAME}}#Pneumatic tires, effect of diameter|talk page]].</ref>
-==Depends on applied torque==
-The driving [[torque]] <math>T</math> to overcome rolling resistance <math>R_{r}</math> and maintain steady speed on level ground (with no air resistance) can be calculated by:
-:<math> T = \frac{V_{s}}{\Omega} R_r </math>
-:where
-:: <math>V_s</math> is the linear speed of the body (at the axle), and
-:: <math>\Omega</math> its rotational speed.
-It is noteworthy that <math>V_{s}/\Omega</math> is usually not equal to the radius of the rolling body.<ref>Gérard-Philippe Zéhil, Henri P. Gavin, Three-dimensional boundary element formulation of an incompressible viscoelastic layer of finite thickness applied to the rolling resistance of a rigid sphere, International Journal of Solids and Structures, Volume 50, Issue 6, 15 March 2013, Pages 833-842, ISSN 0020-7683, 10.1016/j.ijsolstr.2012.11.020.([http://www.sciencedirect.com/science/article/pii/S002076831200491X journal article];[http://people.duke.edu/~gpz/rolling_resistance.html author's page (1)];[http://people.duke.edu/~hpgavin/rollingresistance/ author's page (2)])</ref><ref>Gérard-Philippe Zéhil, Henri P. Gavin, Simple algorithms for solving steady-state frictional rolling contact problems in two and three dimensions, International Journal of Solids and Structures, Volume 50, Issue 6, 15 March 2013, Pages 843-852, ISSN 0020-7683, 10.1016/j.ijsolstr.2012.11.021.([http://www.sciencedirect.com/science/article/pii/S0020768312004921 journal article];[http://people.duke.edu/~gpz/rolling_resistance.html author's page (1)];[http://people.duke.edu/~hpgavin/rollingresistance/ author's page (2)])</ref><ref>Gérard-Philippe Zéhil, Henri P. Gavin, Simplified approaches to viscoelastic rolling resistance, International Journal of Solids and Structures, Volume 50, Issue 6, 15 March 2013, Pages 853-862, ISSN 0020-7683, 10.1016/j.ijsolstr.2012.09.025.([http://www.sciencedirect.com/science/article/pii/S002076831200409X journal article];[http://people.duke.edu/~gpz/rolling_resistance.html author's page (1)];[http://people.duke.edu/~hpgavin/rollingresistance/ author's page (2)])</ref>
-===All wheels (torque)===
-"Applied torque" may either be driving torque applied by a motor (often through a [[Transmission (mechanics)|transmission]]) or a braking torque applied by [[brake]]s(including [[Regenerative brake|regenerative braking]]).  Such torques results in energy dissipation (above that due to the basic rolling resistance of a freely rolling, non-driven, non-braked wheel).  This additional loss is in part due to the fact that there is some slipping of the wheel, and for pneumatic tires, there is more flexing of the sidewalls due to the torque.  Slip is defined such that a 2% slip means that the circumferential speed of the driving wheel exceeds the speed of the vehicle by 2%.
-A small percentage slip can result in a much larger percentage increase in rolling resistance.  For example, for pneumatic tires, a 5% slip can translate into a 200% increase in rolling resistance.<ref name=Roberts-torque/>  This is partly because the [[tractive force]] applied during this slip is many times greater than the rolling resistance force and thus much more power per unit velocity is being applied (recall [[Power (physics)#Mechanical power|power]] = force x velocity so that power per unit of velocity is just force).  So just a small percentage increase in circumferential velocity due to slip can translate into a loss of traction power which may even exceed the power loss due to basic (ordinary) rolling resistance.  For railroads, this effect may be even more pronounced due to the low rolling resistance of steel wheels.
-===Railroad steel wheels (torque)===
-In order to apply any [[Traction (engineering)|traction]] to the wheels some slippage of the wheel is required.<ref>Деев, p.30 including eq. (2.7) and Fig. 2.3</ref>  For Russian trains climbing up a grade, this slip is normally 1.5% to 2.5%.
-Slip (also known as [[Rail adhesion#Forces on wheels|creep]])is normally roughly directly proportional to [[Tractive force|tractive effort]].  An exception is if the tractive effort is so high that the wheel is close to substantial slipping (more than just a few percent as discussed above), then slip rapidly increases with tractive effort and is no longer linear.  With a little higher applied tractive effort the wheel spins out of control and the [[Rail adhesion|adhesion]] drops resulting in the wheel spinning even faster.  This is the type of slipping that is observable by eye—the slip of say 2% for traction is only observed by instruments.  Such rapid slip may result in excessive wear or damage.
-===Pneumatic tires (torque)===
-Rolling resistance greatly increases with applied torque. At high torques, which apply a tangential force to the road of about half the weight of the vehicle, the rolling resistance may triple (a 200% increase).<ref name=Roberts-torque>Roberts, Fig. 17: "Effect of torque transmission on rolling resistance", p. 71</ref>  This is in part due to a slip of about 5%.  See [[#All wheels]]| for an explanation of why this is reasonable.   The rolling resistance increase with applied torque is not linear, but increases at a faster rate as the torque becomes higher.
-==Depends on wheel load==
-===Railroad steel wheels (load)===
-The [[#Rolling resistance coefficient]], Crr, significantly decreases as the weight of the rail car per wheel increases.<ref>Астахов, Figs. 3.8, 3.9, 3.11, pp. 50-55.  Hay, Fig. 60-2, p. 72 shows the same phenomena but has higher values for Crr and not reported here since the railroads in 2011 [http://www.istc.illinois.edu/about/SeminarPresentations/20091118.pdf].
- were claiming about the same value as Астахов</ref>  For example, an empty Russian freight car had about twice the Crr as loaded car (Crr=0.002 vs. Crr=0.001).  This same "economy of scale" shows up in testing of mine rail cars.<ref>Hersey, Table 6., p. 267</ref>  The theoretical Crr for a rigid wheel rolling on an elastic roadbed shows Crr inversely proportional to the square root of the load.<ref name=Williams />
-If Crr is itself dependent on wheel load per an inverse square-root rule, then for an increase in load of 2% only a 1% increase in rolling resistance occurs.<ref>Per this assumption, <math>F=k N^{0.5}</math> where <math>F</math> is the rolling resistance force and <math>N</math> is the normal load force on the wheel due to vehicle weight, and <math>k</math> is a constant.  It can be readily shown by differentiation of <math>F</math> with respect to <math>N</math> using [[Differentiation rules#The polynomial or elementary power rule|this rule]] that <math>{\operatorname{d}N\over N}=2{\operatorname{d}F\over F}</math></ref>
-===Pneumatic tires (load)===
-For pneumatic tires, the direction of change in Crr ([[#Rolling resistance coefficient]]) depends on whether or not tire inflation is increased with increasing load.<ref>Roberts, pp. 60-61.</ref>  It's reported that if inflation pressure is increased with load according to an (undefined) "schedule", then a 20% increase in load decreases Crr by 3%.  But if the inflation pressure is not changed, then a 20% increase in load results in a 4% increase in Crr.  Of course this will increase the rolling resistance by 20% due to the increase in load plus 1.2 x 4% due to the increase in Crr resulting in a 24.8% increase in rolling resistance.
-==Depends on curvature of roadway==
-===General===
-When a vehicle ([[motor vehicle]] or railroad [[train]]) goes around a curve, rolling resistance usually increases.  If the curve is not [[Banked curve#Frictionless banked curve|banked]] so as to exactly counter the [[centrifugal force]] with an equal and opposing [[centripetal force]] due to the banking, then there will be a net unbalanced sideways force on the vehicle.
-This will result in increased rolling resistance.  [[Banked curve|Banking]] is also known as [[Cant (road/rail)|"superelevation" or "cant"]] (not to be confused with [[Cant (road/rail)#Rail|rail cant]] of a [[Track (rail transport)#Rail|rail]]).  For railroads, this is called [[curve resistance]] but for [[road]]s it has (at least once) been called rolling resistance due to [[Cornering force|cornering]].
-==Sound effects==
-Rolling friction generates sound (vibrational) energy, as mechanical energy is converted to this form of energy due to the friction.  One of the most common examples of rolling friction is the movement of [[motor vehicle]] tires on a [[roadway]], a process which generates [[roadway noise|sound]] as a by-product.<ref>[http://www.springerlink.com/content/x1707075n815g604/] C. Michael Hogan, ''Analysis of Highway Noise'', Journal of Soil, Air and Water Pollution, Springer Verlag Publishers, Netherlands, Volume 2, Number 3 / September, 1973</ref>  The sound generated by automobile and truck tires as they roll (especially noticeable at highway speeds) is mostly due to the percussion of the tire treads, and compression (and subsequent decompression) of air temporarily captured within the treads.<ref>Gwidon W. Stachowiak, Andrew William Batchelor, ''Engineering Tribology'', Elsevier Publisher, 750 pages (2000) ISBN 0-7506-7304-4</ref>
-==Factors that contribute in tires==
-Several factors affect the magnitude of rolling resistance a tire generates:
-* As mentioned in the introduction: wheel radius, forward speed, surface adhesion, and relative micro-sliding.
-* Material - different fillers and polymers in tire composition can improve traction while reducing hysteresis.  The replacement of some carbon black with higher-priced silica–silane is one common way of reducing rolling resistance.<ref name = "NAS286" />  The use of exotic materials including nano-clay has been shown to reduce rolling resistance in high performance rubber tires.<ref>http://144.206.159.178/ft/200/607426/12614863.pdf</ref>  Solvents may also be used to swell solid tires, decreasing the rolling resistance.<ref>http://www.rubberchemtechnol.org/resource/1/rctea4/v3/i1/p19_s1?isAuthorized=no</ref>
-* Dimensions - rolling resistance in tires is related to the flex of sidewalls and the contact area of the tire<ref name = "schwalbe">{{cite web
-| url = http://www.schwalbetires.com/tech_info/rolling_resistance
-| title = Schwalbe Tires: Rolling Resistance}}</ref>  For example, at the same pressure, wider [[bicycle tire]]s flex less in sidewalls as they roll and thus have lower rolling resistance (although higher air resistance).<ref name="schwalbe"/>
-* Extent of inflation - Lower pressure in tires results in more flexing of sidewalls and higher rolling resistance.<ref name="schwalbe"/>  This energy conversion in the sidewalls increases resistance and can also lead to overheating and may have played a part in the infamous [[Ford Explorer]] [[Firestone vs Ford Motor Company controversy|rollover accidents]].
-* Over inflating tires (such a bicycle tires) may not lower the overall rolling resistance as the tire may skip and hop over the road surface.  Traction is sacrificed, and overall rolling friction may not be reduced as the wheel rotational speed changes and slippage increases.{{Citation needed|date=June 2008}}
-* Sidewall deflection is not a direct measurement of rolling friction.  A high quality tire with a high quality (and supple) casing will allow for more flex per energy loss than a cheap tire with a stiff sidewall.{{Citation needed|date=February 2008}}  Again, on a bicycle, a quality tire with a supple casing will still roll easier than a cheap tire with a stiff casing.  Similarly, as noted by Goodyear truck tires, a tire with a "fuel saving" casing will benefit the fuel economy through many tread lives (i.e. retreading), while a tire with a "fuel saving" tread design will only benefit until the tread wears down.
-* In tires, [[tread]] thickness and shape has much to do with rolling resistance.  The thicker and more contoured the tread, the higher the rolling resistance<ref name="schwalbe"/>  Thus, the "fastest" bicycle tires have very little tread and heavy duty trucks get the best fuel economy as the tire tread wears out.
-* Diameter effects seem to be negligible, provided the pavement is hard and the range of diameters is limited.  See [[#Depends on diameter]]
-* Virtually all world speed records have been set on relatively narrow wheels,{{Citation needed|date=December 2007}} probably because of their aerodynamic advantage at high speed, which is much less important at normal speeds.
-*  Temperature:  with both solid and pneumatic tires,  rolling resistance has been found to decrease as temperature increases (within a range of temperatures: i.e. there is an upper limit to this effect)<ref>[http://www.recumbents.com/mars/pages/proj/tetz/other/Crr.html The Recumbent Bicycle and Human Powered Vehicle Information Center<!-- Bot generated title -->]</ref><ref>U.S National Bureau of Standards p.? and Williams p.?</ref> For a rise in temperature from 30 deg. C to 70 deg. C the rolling resistance decreased by 20-25%<ref>Roberts, "Effect of temperature", p.59</ref> It's claimed that racers heat their tire before racing.
-==Railroads: Components of rolling resistance==
-One may define rolling resistance in the broad sense as the sum of components<ref>Астахов, p. 74, Although Астахов list these components, he doesn't give the sum a name.</ref>): 1. Wheel bearing resistance 2. Pure rolling resistance 3.Sliding of the wheel on the rail 4.  Loss of energy to the roadbed (and earth) 5.  Loss of energy to oscillation of railway rolling stock.
-The wheel bearing resistance may be reported as a specific resistance at the wheel rim, for example as a [[#Rolling resistance coefficient|Crr]].  Railroads normally use roller bearings which are either [[Rolling-element bearing#Cylindrical roller|cylindrical]] (Russia)<ref name=cars-Russia>Шадур. Л. А. (editor). Вагоны {{ru icon}}(Railway cars). Москва, Транспорт, 1980. pp. 122 and figs. VI.1 p. 123 VI.2 p. 125</ref> or [[Rolling-element bearing#Tapered roller|tapered]] (United States).<ref>Association of American Railroads, Mechanical Division "Car and Locomotive Encyclopedia", New York, Simmons-Boardman, 1974.  Section 14: "Axle journals and bearings".  Almost all of the ads in this section are for the tapered type of bearing.</ref>  The specific rolling resistance (in of Russian bearings varies with both wheel loading and
-speed.<ref>Астахов, Fig 4.2, p. 76</ref>  It is lowest with high axle loads and intermediate speeds of 60–80&nbsp;km/h with a Crr of 0.00013 (axle load of 21 tonnes).  For empty freight cars with axle loads of 5.5 tonnes, Crr goes up to 0.00020 at 60&nbsp;km/h but at a low speed of 20&nbsp;km/h it increases to 0.00024 and at a high speed (for freight trains) of 120&nbsp;km/h it is 0.00028.  The Crr obtained above is added to the Crr of the other components to obtain the total Crr for the wheels.
-==Comparing rolling resistance of highway vehicles and trains==
-While the specific rolling resistance of a train is far less than an automobile or truck in terms of resistance force per ton, this does not necessarily mean that the resistance force per passenger or per net ton of freight is less. It all depends on the vehicle weight per passenger or per net ton transported. Thus one needs to know the rolling resistance per passenger (or per net ton) to make such comparisons.
-For 1975, Amtrak passenger trains weighed a little over 7 tonnes per passenger<ref name=rr_stat>Statistics of railroads of class I in the United States, Years 1965 to 1975: Statistical summary.  Washington DC, Association of American Railroads, Economics and Finance Dept.  See table for Amtrak, p.16.  To get the tons per passenger divide ton-miles (including locomotives) by passenger-miles.  To get tons-gross/tons-net, divide gross ton-mi (including locomotives) (in the "operating statistics" table by the revenue ton-miles (from the  "Freight traffic" table)</ref> while automobiles weighed only a little over one ton per passenger. To find the rolling resistance per person one multiples the pounds(force) per ton (2000 times the rolling resistance coefficient) by the tons per passenger.  This means that even if the rolling coefficient is several times greater for the auto than for the train, then after multiplication to get pounds/passenger, there is not a lot of difference between the two values (of
-lb/passenger).  Thus there may not be a large difference in the rolling resistance energy used to transport a person by rail as compared to auto.
-==See also==
-* [[Coefficient of friction]]
-* [[Low-rolling resistance tires]]
-* [[Maglev (transport)|Maglev]] ([[Magnetic]] [[Levitation]], the elimination of rolling and thus rolling resistance)
-* [[Rolling element bearing]]
-==References==
-{{Reflist|2}}
-*Астахов П.Н. {{ru icon}} "Сопротивление движению железнодорожного подвижного состава" (Resistance to motion of railway rolling stock) Труды ЦНИИ МПС (ISSN  0372-3305). Выпуск 311 (Vol. 311). - Москва: Транспорт, 1966. – 178 pp. [http://oskicat.berkeley.edu/record=b12003170~S1 perm. record at UC Berkeley] (In 2012, full text was on the Internet but the U.S. was blocked)
-*Деев В.В., Ильин Г.А., Афонин Г.С. {{ru icon}} "Тяга поездов" (Traction of trains)
-Учебное пособие. - М.: Транспорт, 1987. - 264 pp.
-*Hay, William W. "Railroad Engineering" New York, Wiley 1953
-*Hersey, Mayo D., "Rolling Friction"  ''Transactions of the ASME'', April 1969 pp.&nbsp;260–275 and ''Journal of Lubrication Technology'', January 1970, pp.&nbsp;83–88 (one article split between 2 journals) Except for the "Historical Introduction" and a survey of the literature, it's mainly about lab. testing of mine railroad cast iron wheels of diameters 8" to 24" done in the 1920s (almost a half century delay between experiment and publication).
-*Hoerner, Sighard F., "Fluid dynamic drag", published by the author, 1965.  (Chapt. 12 is "Land-Borne Vehicles" and includes rolling resistance (trains, autos, trucks).
-*Roberts, G. B., "Power wastage in tires", International Rubber Conference, Washington, D.C. 1959.
-*U.S National Bureau of Standards, "Mechanics of Pneumatic Tires", Monograph #132, 1969-1970.
-*Williams J A, "Engineering tribology" Oxford University Press, 1994.
-== External links ==
-{{Commons category}}
-* [http://webphysics.davidson.edu/faculty/dmb/PY430/Friction/rolling.html physics tutorial]
-* [http://www.recumbents.com/mars/pages/proj/tetz/other/Crr.html temperature vs rolling resistance]
-* [http://physics.technion.ac.il/~rutman/car/Roll-down%20test.pdf Simple roll-down test to measure Crr in cars and bikes]
-{{DEFAULTSORT:Rolling Resistance}}
-[[Category:Classical mechanics]]
-[[Category:Energy economics]]
-[[Category:Transport economics]]
-[[ko:마찰력#구름 마찰력]]
-[[it:Attrito#Attrito volvente]]

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