Composite Effects on Tire

Mechanics
MAE 537: Mechanics of Composites
Paul Mayni
May 2005

MAE 537 May 2005

Paul Mayni

Agenda
Pneumatic tire evolution
Effects of carcass and belt angles
Ply steer phenomenon
References

MAE 537 May 2005

Paul Mayni

Interesting Quotes
The complexity of the structure and behavior
of the tire are such that no complete and
satisfactory theory has been propounded
Temple, Mechanics of Pneumatic Tires

MAE 537 May 2005

Paul Mayni

Interesting Quotes
Those of us who are active in research and
development as applied to rubber-like materials are
well aware of the truly interdisciplinary nature of tireto-ground traction. Physics, chemistry, metallurgy,
dynamics, tribology, thermodynamics, heat transfer
elasticity, viscoelasticity, rheology,
elastohydrodynamics, play complex and intertwined
roles in determining the magnitude of the frictional
coupling that ultimately exists in the contact patch
D.F. Moore 1973 Symposium on The Physics of Tire
Traction
MAE 537 May 2005

Paul Mayni

Pneumatic Tire Evolution

First modern tire can
be considered a simple
ply construction
From about 1920-1950
bias tires dominated the
market
An even number of cross plies of
approximately +/- 45 were used as shown in
the figure
MAE 537 May 2005

Paul Mayni

Pneumatic Tire Evolution

Resisting the radial
movement in Europe, the
belted bias tire was
developed in North America
American tire manufactures hoped to avoid
the costly transition to radial tires
Typical construction consisted of additional
belt layers restricted to the tread summit and
using the same angles and materials as the
carcass plies
MAE 537 May 2005

Paul Mayni

Agenda
Pneumatic tire evolution
Effects of carcass and belt angles
Ply steer phenomenon
References

MAE 537 May 2005

Paul Mayni

Bias vs. Bias-belted

Unrestricted growth of a bias tire for various cross-ply

angles is shown in Figure 5.8

With the addition of belt layers of increased stiffness and

cable material the shape of the inflated carcass changed as
seen in Figure 5.9

MAE 537 May 2005

Paul Mayni

The Radial Tire

Superior performance gains
in comfort, wear, and
handling were achieved
with the introduction of the
radial tire

In a radial tire the carcass plies are oriented

at 90, and the steel belt package acts to
distribute the tires load more efficiently and
maintain a particular summit profile
MAE 537 May 2005

Paul Mayni

Bias vs. Radial

Within the contact patch, a bias tire will undergo extreme lateral deflection as
shown in Figure 5.15.
In contrast, the radial tire resists this tendency. This greatly reduces tire wear,
heat generation, and provides responsive handling characteristics

MAE 537 May 2005

Paul Mayni

Bias vs. Radial

The shape of the inflated tire is not a simple constant
radius.
Why is this important? If you can predict the inflated
shape you can design the tire mold to have the ideal
inflated shape thus reducing residual stress of the
inflated tire.

This figure shows the effect of

changing the bias angle of a
belt-less membrane

MAE 537 May 2005

Paul Mayni

Bias vs. Radial

The addition of a belt
package to a radial
sidewall design adds
additional complexity to
the problem
Two interesting
behaviors have been
observed:

Top View

For bias-belted tires

there exists a special
belt angle that in
combination with the
carcass angle generates
a flat summit

Radial tires without a

belt package are
unstable

MAE 537 May 2005

Paul Mayni

Bias vs. Radial

An example of the flat angle solution is shown above

Regardless of inflation pressure, there will be no tendency for the
tire to become round. In other words the equilibrium shape is
flat.

MAE 537 May 2005

Paul Mayni

Bias vs. Radial

Consider a pure radial tire
Remove the belts and inflate
Note the characteristic round radial
membrane shape

Increase the pressure a little

MAE 537 May 2005

Paul Mayni

Bias vs. Radial

MAE 537 May 2005

Paul Mayni

Agenda
Pneumatic tire evolution
Effects of carcass and belt angles
Ply steer phenomenon
References

MAE 537 May 2005

Paul Mayni

Conicity & Ply Steer

Conicity is derived from imagining a tire
constructed to take the shape of a truncated
cone. Based on geometry this configuration
would generate a force towards the apex of
the cone regardless of the direction of rotation.
Ply steer can be determined from
lateral force variation
measurements. An instrumented
spindle records lateral force of a
tire. Forward and reverse
rotations are used in order to
separate ply steer from conicity.
Ply steer, generated by a coupling
of bending and stretching, is
dependent on the tires rotational
direction.
MAE 537 May 2005

Paul Mayni

Ply Steer
The effects of stacking sequence of the
tires summit plies directly influences the
ply steer behavior

Example A in the figure graphically depicts

the results of an asymmetric stacking
sequence
Example B has little or no coupling of
bending and stretching

MAE 537 May 2005

Paul Mayni

Ply Steer
Typical tire constructions are shown in
Figure 8.2.78
Resulting conicity and ply steer values
are shown in Figure 8.2.80

MAE 537 May 2005

Paul Mayni

Ply Steer
The ABD matrix relates
membrane loads and moments to
strains and curvature
The B16 and B26 terms are
dependent on the stacking
sequence
Table 3.10 shows the effect of
stacking sequence on ply steer
force

MAE 537 May 2005

Paul Mayni

Ply Steer
For reference, some examples of ABD matrices for bias, belted-bias, and
a radial tire are provided

MAE 537 May 2005

Paul Mayni

References
Bogdanovich, A. E., Pastore, C. M., (1996). Mechanics of Textile and
Laminated Composites. Chapman & Hall, UK
Haney, P., (2003). The Racing and High-Performance Tire. TV
Motorsports, Springfield Illinois.
Clark, S. K., (1981). Mechanics of Pneumatic Tires. US Department of
Transportation, Washington, D. C.

MAE 537 May 2005

Paul Mayni