In this Process original component is Modelling using CAD package and analyzed using ANSYS. On that basis new component drawing is made and comparison of old and new design are done using ANSYS.
This project aims to realize the life cycle and best Tyre tread design. An important aspect is the development of robust Tyre friction model to include Tyre and road interaction. Gripping characteristic of Tyre tread plays avital role in friction between Tyre and road when loading and unloading is done quickly.
Tread should be such that it provides the most grip and have operating constancy on road. This component is for the safety concern of the vehicles. The tyre model will be modeled using Creo software.
Structural static finite element analysis (FEA) may be used in tyre design, in order to predict and improve mechanical behaviour and durability of tyres. This paper describes the possible goals of static tyre FEA and gives special attention to various aspects of finite element (FE) model building.
A short review of relevant papers is given first, which is given by N. Korunovi ?,M.Trajanovi ?, followed by the description of axisymmetric and 3D models built by the authors and the results of analyses conducted using those. The accompanying comments describe how those results may be used by tyre designers.
The deflection of tyre model under vertical load was studied. Distributions of contact stresses in static and rolling conditions were obtained. Magnitudes and orientation of contact stress distributions in braking and traction conditions were analyzed.
Heavy trucks are made for goods transportation. They are meant to travel from very bad road conditions.
Truck gripping is the most important factor for smooth travelling. Actually, there are several factors that affect the road grip. Some of which are critical.
- Cracking and Bulging
- Cupping(Also called Scalloping)
- Heel Toe
Sagar institute of research and technology 4
Selection Of Tyre Tread
The Model to be considered for our project is TATA LPT 3118. TATA LPT 3118 -India’s most
capable 4Axle unbending that spearheaded the lift pivot innovation in India is the market
The weights for which Tata Truck is designed is as follows:
Table 4.1 Weights on TATA LPT 3118
Table 4.1 Describe the vehicle weight on Tyre including its own weight and raw materials is approx 31000kg.and and the weight of vehicle is 19tons.
- Gross vehicle weight 31000kg
- Max. permissible FAW 6000 kg+6000 kg
- Max. Permissible RAW 19000 kg
Figure 4.1Tyre Dimensions
Table 4.4 Tread Dimension .
- Base width in mm 336
- Tread depth in mm 15.0
- Base thickness in mm 3.5
- Total thickness in mm 18.5
- Length In mm 3750.0
- Weight in kg 200 gms 13.9
Table 4.4 describe the dimension of tyre treads ,where 336 define the base width of tyre,15 is the depth
of tread .the whole dimension are taken in mm.
Various type of tire tread
Tyre generally fall into one of the following categories:
- Symmetric and Asymmetric.
Directional track designs are intended to give ascope of capacities amid specific driving conditions. The tyre must be mounted to the wheel with the goal that itrotates in aspecific course to relate with the track design. A bolt on the tyre sidewall shows the structured bearing of forward movement. On-directional track designs are structured so that the tyre can be mounted out and about wheel for any course of turn.
Tyre Tread Material selection
According to table 4.5 tyre components use abroad variety of materials like different rubber compounds, different types of carbon black, fillers like clay and silica, chemicals or minerals added to accelerate/decelerate vulcanisation.
The more you subject a tyre to flexing and deformation the more heat will build up within the tyre.
Excessive heat is the enemy of atyre, so this builds up has to be kept under control. Therefore Rubber is selected as the tyre tread material.
Assembling & Meshing of tyre tread
Creo is a family or suite of Computer-helped structure (CAD) applications supporting item plan for discrete producers and is created by PTC. The suite comprises of applications, each conveying an unmistakable arrangement of capacities for aclient job inside item improvement.
Creo keeps running on Microsoft Windows and gives applications to 3D CAD parametric element strong demonstrating, 3D coordinate displaying, 2D orthographic perspectives, Finite Element
Analysis and reproduction, schematic plan, specialized representations, and review and perception.
Creo Elements/Pro and Creo Parametric contend specifically with CATIA, Siemens NX/Solidedge, and SolidWorks. The Creo suite of applications supplant and override PTC’s items in the past known as Pro/ENGINEER, CoCreate, and Product View. Creo has a wide range of programming bundle arrangements and highlights.
Ansys Inc. is an American open organization situated in Canonsburg, Pennsylvania. It creates and showcases building reenactment programming. Ansys programming is utilized to structure items and semiconductors, and additionally to make recreations that test an item’s sturdiness, temperature appropriation, smooth motions, and electromagnetic properties.
ANSYS 18.0 enables organizations to meet these requests by taking care of their most troublesome item issues quicker and with more prominent precision. ANSYS’ Pervasive Engineering Simulation arrangements incorporate new, proficient, single-window work processes and patent-pending propelled coinciding innovation for computational liquid elements (CFD), new procedures for creating implanted programming for well Being basic applications, and emotional computational speed and client encounter upgrades for unraveling car radar situations, advanced twins, 3D plan investigation and auxiliary demonstrating.
Deformation and stress of tyre tread
On comparing for total Deformation, Loading & unloading condition For Tread 1st and tread 2nd get deformation value. also getting stress on tyre.
Validity and analysis
With reference to literature survey 2.1 ,to validate the simulation results from the model, an optical tire sensor system was used to measure the deformation of the carcass under different in-plane tire forces.
The tire sensor system was developed in the vehicle engineering group at Aalto University for studying tire -road interactions.
Finite element analysis is used for investigating the stresses in the tyre tread. The 3D tyre model is modeled allowing simulation of tyre. The vertical load step provided the deflection of 3D tyre model under the applied force, as well as the distributions of contact stresses in static conditions. Distributions of contact stresses in braking and traction conditions were obtained from the steady state analyses .
CHAPTER – 5
MATHEMATICAL WORK & CALCULATION
The pneumatic tire is often taken for granted as a simple and reliable component of the vehicle. A closer look, however, shows that the tire in service is subjected to severe stresses and deformations whose quantities must be determined in order to accurately predict tire performance.
Modern tire structures have evolved through a series of modifications of the original pneumatic rubber tire. These modifications were based on field experiences and on mostly experimental studies of tire behavior. The use of analytical techniques to calculate tire stresses and deformations remained limited in scope for a long time because the complexity of the tire structure placed it beyond the domain of available methods of analysis. The recent emphasis on analytical techniques is due, at least partly, to their potential for becoming less time consuming and less expensive than experimental methods, the need for predicting a tire’s behavior before its manufacture, and the notable advances in computational and structural analysis methods. In this paper, these methods are described and applied to the calculation of tire stresses and deformations. Structural analysis is the analytical determination of structural responses to a prescribed set of applied loads. The responses may be displacements or distortions if force loads are known, or forces if displacement or distortions are known. Given the geometry of a structure (shape, dimensions), the relevant properties of its component materials, the magnitude and distribution of applied loads, and any constraints from boundary conditions, then structural analysis is used to calculate displacements, strains, or stresses at any chosen location in or on the structure. These calculated values may be compared to those required for functionality of the structure. Although structural analysis is not directly applicable to determining the most efficient configuration of the structural components, the analysis of successive well chosen modifications can often optimize compositions or geometries. The application of structural analysis to atire requires (a) knowledge of the relevant physical properties of the component materials, and their configuration in the tire, (b) complete characterization of the applied loads, and (c) an analytical technique (i.e. theory) for calculating the required responses. These requirements are explained in the following sections.
Verification of Simulation results
With reference to literature survey 2.1, to validate the simulation results from the flexible ring model, an optical tire sensor system was used to measure the deformation of the carcass under different in-plane tire forces. The tire sensor system was developed in the vehicle engineering group at Aalto University for studying tire -road interactions.
Figure 5.1 Deformed and UN deformed Tyre
Simulations are conducted with various wheel loads Fz(from 3000 N to 5000 N) and inflation pressures P (60psi and more) to analyze their influences on the in-plane tire deformation. The radial and tangential deformations at different circumferential positions are illustrated. It is observed that both types of deformations are symmetric regarding the center position of the contact patch. The largest radial deformation, occurs in the contact between the tire and road under the highest load and with the lowest inflation pressure. Meanwhile, the radius of the non-contact zone becomes larger with an increasing load.
The tangential deformation for the circumferential position from ?180 to 0° points in the negative direction and alters its direction after the middle of the contact. This provides aphysical explanation for the typical tire -road shear stress distribution observed in previous simulations and measurements
Figure 5.2: Prototype of the laser-based tire sensor system
The symmetric of the radial deformation of the tire changes with the longitudinal force that is applied as a result of the pretension force and inextensibility of the ring structure. As a simple indicator, such asymmetric can be measured by the difference between the mean measured deformation values before and after the contact
The calculated mean value differences with negative values imply that the tire has a smaller radius before the tire -road contact. The mean value difference has alinear relationship with the longitudinal forces and shows a dependence on the wheel load. The difference is larger at a higher load condition.
The proposed indicator allows the estimation of the longitudinal force to be based solely on the radial deformation measurement. the measured radial deformations of the tire demonstrate a similar trend to the simulation results when the wheel load and inflation pressure change. Measured verticle deformations with static condition 44mm and shows a dependence on the wheel load were first interpolated to N (N = 3000) equidistant circumferential positions between -180 to 180 ° The mean radial deformation value Wlaser_mean, as an indicator, is calculated as follows.
W laser_mean = ? W laser (?,-180 o
Cite this essay
Tyre Tread. (2019, Dec 04). Retrieved from https://studymoose.com/tyre-tread-essay