Unit - 5

TYRES : Ride characteristics of tyre, Effect of

driving torque, Effect of braking torque, Gough's tyre
characteristics

1
 Wheels and Tyres

Topics covered in this presentation:

 Tyres
Topics covered in this presentation:
 Tyres
Tyres (Introduction)
Basis Functions
 The tyre acts as the primary suspension,
cushioning the vehicle from the effects of a rough
surface.
 It also provides frictional contact with the road
surface.
 This allows the driving wheels to move the vehicle.
 The front tyres allows the wheels to steer .
 The tyres allow the brakes to slow or stop the
vehicle
Tyres (Introduction)
The tire serves essentially three basic functions:
 1) It supports the vertical load, while cushioning
against road shocks.
 2) It develops longitudinal forces for acceleration
and braking.
 3) It develops lateral forces for cornering.
Tyres (Introduction)
 While the tire is a simple visco-elastic toroid, with
modem refinement and optimization of its
properties it is a very complex nonlinear system
which is difficult and complex to quantify.
 As a mechanical structure, the elastic torus of a
tire is composed of a flexible carcass of high-
tensile-strength cords fastened to steel-cable beads
that firmly anchor the assembly to the rim.
 The internal (inflation) pressure stresses the
structure in such a way that any external force
causing deformation in the carcass results in a tire
reaction force.
TIRE CONSTRUCTION
 Two basic types of tire construction are broadly
used-radial- and bias-ply tires.
 Bias-ply tires were the standard in the early years
of the American automotive industry until about
the 1960s when the advantages of radial tires
(developed in Europe) became recognized.
Radial Ply Tire
 Radial construction is characterized by parallel plies
(rubberized fabric reinforced by cords of nylon, rayon,
polyester or fiberglass) running directly across the tire from
one bead to the other at a nominal 90-degree angle to the
circumference.
 These plies are referred to as the "carcass." This type of
construction makes for an extremely flexible sidewall
and a soft ride but provides little or no directional
stability.
 Directional stability is supplied by a stiff belt of fabric
or steel wire that runs around the circumference of the
tire between the carcass and the tread.
Radial Ply Tire
 The cord angle in the belts is normally within about 20
degrees of the tread.
 In cornering, the belts help to "stabilize" the tread,
keeping it flat on the road despite lateral deflection of
the tire.
 Most radial passenger-car tires have a two-ply fabric
sidewall, and either one or two steel belts, or two to six
fabric belts.
Bias Ply Tire
 In bias tire construction the carcass is made up of two or
more plies extending from bead to bead with the cords at
high angles (35 to 40 degrees to the circumference) and
alternating in direction from ply to ply.
 High angles result in tires which are soft for ride comfort,
but low angles are best for directional stability.
 Although a bias-ply carcass is laterally much stiffer than a
radial-ply tire, in cornering, the bias plies allow the tread to
roll under, putting more load on the outer ribs.
 Bias construction also causes more distortion in the
contact patch as the toroid deforms into a flat shape,
causing the tread to squirm in the contact patch when
rolling
Tyre Construction
 Cross – ply tyres are not used on
any mass produced modern cars.
However, the construction
details are useful to show how
tyre technology has developed.
 Several textile plies are laid
across each other, running from
bead to bead in alternate
directions.
 The number of plies depends on
the size of the tyre and the load
it has to carry.
 The same number of plies is
used on the crown and the
sidewalls.
Tyre Construction
 Radial – Ply tyres consist of a
carcass ply formed by textile arcs
running from one bead to the
other.
 Each ply which is laid in an arc
at an angle of 90 degrees to the
direction the tyre rolls.
 At the top of the tyre crown
(under the tread), there is a belt
made up of several plies
reinforced with metal wire, laid
on top of the carcass ply.
 These crown plies, laid one on
top of the other, overlap at an
angle determined by the type of
the tyre.
Tyre Specifications

P 205/55 V R 16
RIM DIAMETER
TYPE (INCHES) 13, 14 ETC
P - PASSENGER TYPE
T - TEMPORARY B - BIAS-BELTED
LT - LIGHT TRUCK R - RADIAL
C - COMMERCIAL ASPECT RATIO
(HEIGHT/WIDTH %)
55, 60, 65 70 ETC

WIDTH SPEED RATING

(MILLIMETERS) B (31 MPH) -
145-315 V (150 MPH) -
Z (OVER 150 MPH)

Next >
Tyre Specification – Two wheelers

140/60-R 17……………?

How to read tyre

specification?
Special Service Tyre
This is a space-saver spare tyre.

Used to replace flat tyre.

It is not used for rotation

(swapping).

It uses a special wheel.

Speed and pressure

restrictions apply.

It has no hub caps or wheel covers.

 SIZE AND LOAD RATING
• Tire size is denoted by one of several methods, variously including
the section height (distance from the bead seat to the outer extreme
of the tread), section width (maximum width across the shoulder),
aspect ratio (ratio of height to width) and rim diameter.
• The Tire &Rim Association defines the method of designating tire
sizes and the load range for which they should be designed by the
manufacturers.
• Bias tire size (e.g., 6.95-14) denotes the section width with the first
number and the rim size with the second, both in inch units.
• Radial tire size (e.g., 175R14) denotes the section width in
millimeters and the rim diameter in inches. The more recent P-
metric designation method (e.g., P/175/70R14) denotes passenger
car (P), 175-mmsection width, 70 aspect ratio, radial (R-radial, B-
belted, D-bias), and 14-inch rim.
Load Rating
 How much weight a tire can safely support at a
specified air pressure
 Amount of load: determined by area of tire and air
pressure
 Gross weight rating (GVW or GVWR) includes weight
of vehicle, passengers, and luggage
 Curb weight: weight of vehicle without passengers or
luggage
 DOT symbol signifies the tire meets DOT safety
standards
Tubeless Tires
 Inner liner bonded to tire
 Seals air into tire
 Thicker than liner on tube-type tire
 Safer than tube-type
 Does not go flat immediately when punctured
 If radial and cross ply tyres are fitted to the same vehicle, the
radial-ply tyres must only be fitted to the rear.
 Cross-ply and radial ply tyres must never be fitted to the same
axle.
 Tyre pressures must be set to the manufactures
recommendations
 The tread and side wall must be free from large cuts, abrasions
or bubbles
Balance
Wheel imbalance causes wheel
tramp, or hop, makes the tyre
vibrate up and down.

Centrifugal forces try to throw

heavy areas outward when the
wheel is spinning.

Weight must be evenly distributed

around the axis of rotation.
Imbalance can be rectified in one of two
ways by Static Balancing (stationary)
or Dynamic Balancing (spinning).
Changing Tire Size
 Tire size is changed: substitute tire with equal or
greater load-carrying capacity
 Diameter of tire increases: load capacity increases
 Lower profile tire installed: wider tire and larger
diameter wheel is used
 Overall diameter of replacement tire: must be positive
two to three percent of original tire
 Tire diameter changed: speedometer must be recalibrated
MECHANICS OF FORCE GENERATION
 The forces on a tire are not applied at a point, but are
the resultant from normal and shear stresses
distributed in the contact patch.
 The pressure distribution under a tire is not uniform
but will vary in the X and Y directions.
 When rolling, it is generally not symmetrical about the
Y-axis but tends to be higher in the forward region of
the contact patch.
MECHANICS OF FORCE GENERATION
 Because of the tire's visco-elasticity, deformation in
the leading portion of the contact patch causes the
vertical pressure to be shifted forward.
 The centroid of the vertical force does not pass
through the spin axis and therefore generates rolling
resistance.
 With a tire rolling on a road, both tractive and lateral
forces are developed by a shear mechanism.
 Each element of the tire tread passing through the tire
contact patch exerts a shear stress which, if integrated
over the contact area, is equal to the tractive and/or
lateral forces developed by the tire.
MECHANICS OF FORCE GENERATION
MECHANICS OF FORCE GENERATION
MECHANISMS OF FORCE GENERATION
MECHANICS OF FORCE GENERATION

 Surface adhesion arises from the intermolecular

bonds between the rubber and the aggregate in the
road surface.

 The adhesion component is the larger of the two

mechanisms on dry roads, but is reduced substantially
when the road surface is contaminated with water;
hence, the loss of friction on wet roads.
MECHANICS OF FORCE GENERATION

 The hysteresis mechanism represents energy loss in

the rubber as it deforms when sliding over the
aggregate in the road.
 Hysteresis friction is not so affected by water on the
road surface, thus better wet traction is achieved with
tires that have high-hysteresis rubber in the tread.
 Both adhesion and hysteresis friction depend on some
small amount of slip occurring at the tire road
interface.
TIRE VIBRATIONS
 The tire has been treated as a mechanism for
generating forces by which a vehicle may be controlled
in braking and turning.

 With regard to ride dynamics it is seen to behave

primarily as a spring which absorbs the roughness
features in the road and interacts with the vertical
motions of the body and unsprung masses.

 The tire, however, is also a dynamic system with

resonances which affect the transmission of vibrations
to the vehicle and may interact with vehicle resonances
TIRE VIBRATIONS
 A relatively large portion of the tire mass is
concentrated in the tread which is connected to the
wheel by the compliant sidewalls. This combination of
mass and compliance permits the tread to resonate
when excited by road inputs.
TIRE VIBRATIONS
TIRE VIBRATIONS
 The first mode, which will occur somewhere near 60
Hz for a passenger car tire, involves a simple vertical
motion of the entire tread band without distortion.
 The second mode contrasts with the first in that the
tread band is oscillating in an elliptical fashion always
remaining symmetrical about the vertical and
horizontal axes.
 The top and bottom of the tread are always moving out
of phase so that no net vertical force is imposed on the
wheel.
 In a similar fashion the third- and higher-order
resonances of the tire are very effective in absorbing
road inputs without transmitting them to the wheel
and axle.
TYRE COORDINATE SYSTEM
Terminologies and Axis System
Terminologies and Axis System
Effect of driving and braking torque/force
PROBLEM

 A 215/55R16 tire takes a 50 gram wheel weight to balance the

assembly. What is the magnitude of the imbalance force without
the weight at 100 km/h?
 End of Unit 5

Any queries related to the

content ……?