The Effect of Tire Design Parameters on the Force Transmissibility

Abstract

A finite element modeling technique is employed in this paper to predict the force transmissibility of tire-cavity-wheel assembly under a free-fixed condition. The tire and wheel force transmissibility is factor in structure borne road noise performance. In order to improve structure borne noise, it is required to lower the 1 st peak frequency of force transmissibility. This paper presents an application of finite element analysis modeling along with experimental verification to predict the force transmissibility of tire and wheel assembly. The results of finite element analysis for force transmissibility are shown to be in good agreement with the results from the indoor test. In order to improve structure borne noise, it is required to lower the 1 st peak frequency of force transmissibility. And, the effect of the tire design parameters such as the density and modulus of a rubber and the cord stiffness on the force transmissibility is discussed. It is found that the prediction of the force transmissibility model using finite element analysis will be useful for the improvement of the road noise performance of passenger car tire.

Impact of camber angle on the tire tread behaviour in different road conditions

“…Based on the inflation analysis simulation results as tabulated in Table 5 and 6, it can be deduced that as the camber angle increases for each tire, the maximum total deformation also gradually increases, while the maximum equivalent stress does not show any fixed trend. The maximum total deformation under smooth road condition ranges from 9.4360 ×10 -3 m to 1.9487 ×10 -2 m for all three tires, while the maximum equivalent stress ranges from 4.8968 ×10 5 Pa to 1.9914 ×10 6 Pa. The highest value for maximum total deformation for all three tire models in the two different road conditions can be observed when the tire is cambered to 15°.…”

“…The structure of a tire is extremely complex, and a general radial tire is mainly manufactured from approximately ten to fifteen components such as beads, belt piles, grooves, and sidewalls, and each of the components possess its own properties [5]. While the exact material properties for each component is always almost confidential, most tires have the material composition of mostly synthetic rubber or fiber-reinforced rubber, and pure rubber for the remaining [6]. The tread of the tire is generally composed of the combination of both natural rubber and polybutadiene rubber [7].…”