T. Ndmeth, t F. NdndorL 2 L. SdrkdzL 2 a n d T.

S z a b 6 2

Application of a Technical Documentation

System for Developing New Belt
Constructions for Truck Tires 3

REFERENCE: N~meth, T., N~mdori, F., Sfirk6zi, L., and Szab6, T., "Application of a
Technical Documentation System for Developing New Belt Constructions for Truck
Tires," Tire Science and Technology, TSTCA, Vol. 23, No. 4, October-December, 1995,
pp. 266-282.

ABSTRACT: The highly challenging activity of designing tires can be supported by

different types of software. An IBM compatible PC based technical documentation sys-
tem has been worked out to help with both the design and manufacturing of four belted
truck tires. It has the capability for construction of tire section geometry, for processing
of pattern and general assembly drawings, etc. From the basic geometrical information
pre-processing can be done by using an interface module for an in-house finite element
analysis program. Examples are shown how the belt construction has been modified for
a given TOP type tire.

KEY WORDS:belt construction, belt edge endurance, finite element analysis

Computer supported information systems have had great importance for

a long time in the designing and manufacturing activities in the tire industry.
At Taurus Rubber, we have developed a database which includes informa-
tion about more than a hundred types o f steel radial truck tires. The data base
can be divided into four parts: a) a construction data base which contains
all the parameters concerning all the parts of a tire, including the building
specifications; b) an equilibrium shape data base which contains all the di-
mensions o f the profile drawings, the inner contours, and the strength prop-
erties; c) a sectional geometric measurement and prescription data base; and
d) a piece specification data base which contains the piece numbers and a
register which correlates to the manufacturing processes.
The technical documentation system has been built step by step and now
the following services are available: mold shape drawings, calculation and
drawing of the inside contour; statistical processing of sectional geometric

Taurus Truck Tire, Designing, Department, Budapest, Hungary, P.O.B. 48.

2 Universityof Miskolc, Dept. of Mechanics, 3515 Miskolc, Hungary.
3Presented at the thirteenth annual meeting of The Tire Societyat The University of Akron,
Akron, Ohio, March 22-23, 1994.
266
 NEMETH ET AL. ON DEVELOPING BELT CONSTRUCTIONS 267

+
anisotropic
volume element membrane e l e m e n t (s|

complex heterogeneous element

FIG. 1 -- The complex heterogeneous volume plus membrane element.

measurements and their comparison with the specifications; calculation,

printing, and storage of building specifications; drawings of profile compo-
nent parts on plotter, with specifications and tolerances of dimension and
weight; technological work specifications for extrusion, sheeting and profile
calendering, and steel cord insulation; drawings for tire building; tire com-
pounds recording; calculation of material cost based on building specifica-
tions; final inspection data recording; indoor test recording; mileage record-
ing; quality control data system; tire pattern data base; and finite element
pre-processing activity.
The characteristic finite element data are stored in the above mentioned
system. In this paper an example will be presented to show how a new belt
construction for a given TOP type truck tire was investigated.

Finite Element Packages

Following the ideas given in publications in the scientific literature, (e.g.
[1-6]), in-house packages have been developed both for axisymmetrie and
general three-dimensional analyses. With regards to the theoretical back-
ground, the well-known Total Lagrangian description was applied for han-
dling the features of the geometrical nonlinearities.
The axisymmetric element is applicable for the analysis of inflation which
is dominant for the tire design. A very special aspect is that the points of a
profile are moving not only radially and axially, but also in the circumferen-
tial direction as well, because of the different cord angles of the belts. The
four-noded isoparametric elements used in the analysis have three degrees of
freedom per node. By using this element, a very fine mesh can be generated
and run even on PCs. In our practice, the thickness of the elements was equal
to the fiber diameter and the interply rubber was modeled by a separate row
of elements. In this way, direct information can be obtained concerning the
interply strains and stresses. Of course, with the axisymmetric program not
only inflation but centrifugal loading, twisting and circular lateral loading
can also be taken into consideration.
268 TIRE SCIENCE & TECHNOLOGY

The Structure of Finite Element Analysis Software

I Equilibrium shape Tire building Loading

and mold geometry specifications data

Tire section Properties of

geometry materials

Data preprocessing program for FEA

Finite Element
1
Component proper-
I
Loading data for
Mesh for desired ties for desired desired tire
tire tire

Finite Element input file generation program

Finite Element
input file

Finite Element module

Matrix of [ Matrix of
displacements I stresses

I
P
Postprocessor program for demonstrations
I

Tire structure
I
Stresses in the Stresses and displ.
and displacements rubber components in reinforcements

FIG. 2 -- Data flow chart of the FE software.

For general three-dimensional investigations, sixteen-noded isoparamet-

ric elements which were combined with eight-noded membrane elements as
can be seen in Fig. 1 were used. The volume element models the rubber,
and the membrane models the ply. Of course, one volume element can be
reinforced by several plies.
At the moment, this package is applicable for the analysis of inflation,
prescribed vertical displacements along the footprint which are supposed to
be known in advance, and tangential forces acting along the footprint. (The
Coulomb frictional coefficient is supposed to be known, too.)
For a sophisticated analysis, a penalty type procedure had to be worked out
 NI~METH ET AL. ON DEVELOPING BELT C O N S T R U C T I O N S 269

FIG. 3 -- The axonometric view of the FE mesh for axisymmetric analysis.

tread surface Ix
/. belt k.

- -~belt3.
._J
belt 2,

Jbelt I.
Zcarcass
'/o,.,~ 7 ~ ..... -~ .......
o,.oon,"
,,o~ ,ro,.,".'~

element row 2~.

/
element row 1.
\~
insulator
l
FIG. 4 - - Relative placements of the five volume and four plus one membrane elements in the
tread zone.
270 TIRE SCIENCE & TECHNOLOGY

FE mesh of the bead zone

3 1 5 / 8 @ 11 2 2 . 5 TOP 3@@
z_T T

FIG. 5 -- Mesh o f the bead zone.

FE mesh of the tread zone

.carcass

~/J end of b e l t - ~ R

315/88 R 22,5"TOP 388

FIG. 6 -- Mesh o f the tread zone.
NI~METH ET AL. ON DEVELOPING BELT CONSTRUCTIONS 271

Displacements due to inflation :

Measured sl l o p e

Calculated shape r l
\ Uninflated shape
I

FIG. 7 -- Deformed shape of a profile in the rz plane.

Circumferential displacements due to 8.25 bar

inflation pressure.
...... I. Belt
0.508 mm
Z. Belt
- - - 3. Belt
........... 4. Belt

..~,,I~Z\ ..71
......... Carcass

j~
.!\
f
!

i i
t i.. '~,}~..~ ' ~
I 1
I I
I"
~f
/
i ii'
Mm
tl

315/8B R 22.5 TOP 3B8

FIG. 8 -- Circumferential displacements due to inflation pressure.

272 TIRE SCIENCE & TECHNOLOGY

3, Belt
Circumferential displace-
Z, Belt
i . Belt ment through the thick-
ness at the left edge
Carcass of belt 3 due to 8.25 bar
J
-8.258 8251] ~t
inflation pressure.

315/88 R 22.5 70P 388

FIG. 9 -- Circumferential displacements along a quasinormal.

Cord force distribution due to 8.25 bar

inflation pressure. ...... 1. Belt
588.8118 N - - 2. Belt
- - 3 Belt
4 Belt

;i'\ . . . . . . .
Carcass

- - . . - . - - _ _ - -

. -588.888 N

315/88 R 22.5 TOP 388

FIG. 10 -- Cord force distribution.

 NI=METH ET AL. ON DEVELOPING BELT CONSTRUCTIONS 273

Displacelnents due to inflation and lateral loading :

43.42 m " ~\ - - ~

\'\i~\)}
1/ /
I !
i I
unloaded
\\ loaded
\
/,/
/(
\

315/80 R 22.5 TOP 380

FIG. 11 - - Deformed shape of a profile due to lateral loading.

where the incompressibility of rubber was taken into account. For numerical
effectiveness, the functional of[7] was chosen. Following the classical works
of Mooney, Rivlin, Saunders, and others, the strain energy density function
of an isotropic hyperelastic material is

W = W (11, I2,/3)

where

11 = ~2 + X~ + X2 I = ~l~k2 -[- ~k2~k3 -{- ~kl~k 3 13 = ~kl~2~k3

are the three invariants of the Cauchy-Green deformation tensor and ~,~, h2,
and ~-3 are the three principal stretch ratios. For an incompressible material
13 = 1. The strain energy function in Mooney-Rivlin form is expressed by
the equation

W(I1,I2,I3) = C1 (11 - 3) + C2 (12 - 3)

where C~ and C2 are material constants. 13 is not included. Starting from the
following form of the potential energy function

J(u,) = f [W(IbI2) +f2(I3)/2o~]dV- P (1)

J(v)
274 TIRE SCIENCE & TECHNOLOGY

TABLE 1 - - Tire belt constructions for the calculated versions.

Basic (traditional) version

315/80 R 22.5 Cord EPD Cord angle Cord

TOP 300 Fibers/10 cm degrees construction

1st belt 40 -65 3*0.20 + 6*0.35

2nd belt 65 -20 3*0.20 + 6*0.35
3rd belt 65 20 3*0.20 + 6*0.35
4th belt 35 20 4*4*0.22 HE
2nd version

315/80 R 22.5 Cord EPD Cord angle Cord

TOP300 Fibers/10 cm degrees construction

I st belt 40 23 3*0.20+6*0.35
2nd belt 65 -21 3*0.120+6.0.35
3rd belt 40 19 3*0.20 + 6*0.35
4th belt 35 20 4*4*0.22 HE
3rd version

315/80 R22.5 Cord EPD Cord angle Cord

TOP300 Fibers/10 cm degrees construction

i st belt 35 -28 3*0.20 + 6*0.35

2nd belt 35 -20 3*0.20 + 6*0.35
3rd belt 60 20 3*0.20 + 6*0.35
4th belt 35 20 4*4*0.22 HE

where ui are the displacements (i = 1,2,3),fl13) is the nonlinear incompress-

ibility constraint (if 13 = 1, then f(1) = 0), a is the penalty parameter for
assuring the volume constancy, and P is the work of the external loads.
In Eq I f2(I3)/2 oe gives the fraction of strain energy originating from vol-
ume changes. For the functionflI3) a useful choice is the form

flI3) = 1/2 In (/3)

because it has the necessary singularity ifI3 --~ 0. Near the solution, the func-
tional in Eq 1 is stationary and its first variation is zero

aJ(ui) = OJ/Oui 9 6u~ = 0 (2)

where 6ui is the variation of the displacements.

The fibers are supposed to take up energy only from tension due to the
form of

Wf= 1/2 ejEef

 NEMETH ET AL. ON DEVELOPINGBELT CONSTRUCTIONS 275

...... 1. Belt

500.000 N Z. Belt
l 3. Belt
i
x
~ ~ ...........4. Belt

',% ,./

/ ..........i ! : \ .........< = s

-500.000 N
315/83 R 22.5 ?0P 388
Basic version
FIG. 12 -- Fiberforces for version 1 due to inflation. (The profile is marked by an arrow.)

where Wsis the fiber strain energy density, E is the fiber Young's modulus
according to the characteristic bimodular behavior, and e/is the strain.
Based on Eqs 1 and 2, an incremental-iterative procedure has been de-
veloped.

Data Transfer to the FE Analysis

The pre-processing activity for the FE analysis of a complicated structure
is always a difficult task. For reducing the possibility of making mistakes
special interface modules have been worked out as shown in the flow chart of
Fig. 2. This system allows the application of the Finite Element Tire Analysis
without any special knowledge or training for the design engineers. Both the
axisymmetric and the general 3D programs work with fixed topology. The
axisymmetric mesh consists of 614 three- and four-noded elements, 640
nodal points, and a total of 1920 degrees of freedom. An axonometric picture
of it can be seen in Fig. 4.
Twentyone different kinds of materials can be taken into account per anal-
ysis from which ten different materials can be reinforced by fibers.
For pre-processing, the following type of data are transferred from the data
276 TIRE SCIENCE & TECHNOLOGY

...... i. Belt

Z. Belt
500.000 N i
- - - 3. Belt
i
, '..........4. Belt
'" ""

%.. ..J

., ........ 4 ........... ,
"%

, x?;"~.---_~=-_-....,~','
~2 > ,.." ~:

-5.00.000 N
31S188 R 27..5 lOP 388
Basic veIslBfl

FIG. 13 -- Fiberforcesfor version 1 due to vertical loading. (The profile is marked by an arrow.)

base: mold contour geometry and inside contour data, reinforcement

strength and loading data, sectional geometry specifications, building speci-
fications, compound and steel cord modulus data, and rim geometry data.
For 3D analysis, the size and capacity of the personal computers meant
rather strict limits. However, a rather fine mesh could be worked out and
run. Along the thickness of the tire, five 16-noded elements were applied,
reinforced by the radial and the four belt plies as shown in Figure 3. Meshing
the whole tire, the total number of elements was 3240 and the necessary CPU
time on an IBM 486 50 MHz machine was 20 hours for one load case.

Axisymmetric Investigation of the Given Tire

A truck tire similar to the RCOT four belted model is the 315/80 R 22.5
TOP 300 type, which includes a protective belt layer under the tread zone.
The cord angles are shown in the first part of Table 1. Using axisymmetric
analyses, very characteristic distributions could be obtained for the different,
previously mentioned loading cases. Applying the FE mesh of Fig. 4 (detailed
in Figs. 5 and 6) the inflated profile for a pressure of 8.25 MPa can be seen in
Fig. 7, which is in good correlation with measurement.
 N E M E T H ET AL. ON D E V E L O P I N G B E L T C O N S T R U C T I O N S 277

...... 1. Belt
2, Belt
500.OOO N i
i 3. Belt

. . . . . . . . . . . . . . . . . . . . . . . ' - ........ Carcass

--500.000 N
315/8B R 22.5 T0P 3B8
Znd version

FIG. 14 -- Fiberforces for version 2 due to inflation. (The profile is marked by an arrow).

According to Figs. 8 and 9, the circumferential displacements of the belts

have opposite signs which are extremely important at the edge of the third
belt. Of course, the cord force distributions (Fig. 10) and the stress compo-
nent distributions are in logical correspondence with the tire deformation.
On basis of [4], Fig. 11 is concerned with a constant lateral load acting on
the tread surface, along the tire circumference. The resultant force in the z-
direction is equal to the vertical load, multiplied by a Coulomb frictional
coefficient of 0.6.

Selection of New Belt Constructions

With the knowledge of the results for this basic TOP type tire, two new
belt construction versions have been axisymmetrically investigated. The
cord angles and the fiber densities were varied with the aim of reducing costs,
keeping the same belt edge endurance, and getting a more uniform load dis-
tribution among the fibers.
The values of the variables for the two versions are given in parts 2 and 3
of Table 1. An improved design should achieve the following: at inflation,
belt 1 should be in tension and not in compression; the fibers of belts 1, 2,
278 TIRE SCIENCE & TECHNOLOGY

...... 1, Belt
Z. Belt
500.000 N
i -- 3. Belt
i
-

........... 4. Belt

% ,/

- ........ Carcass

-500.000 N
315/80 R 7.2.5 70P 380
2nd version
FIG. 15 - - Fiberforces for version 2 due to vertical loading9 (The profile is marked by an arrow.)

and 3 should be loaded nearly at the same level; the m a x i m u m fiber forces
should be not greater than in the case of the basic version; and the same kind
of protective belt containing high elongation fibers should be used.

Three-Dimensional Analysis

For a more realistic modeling of the tires in Table 1, the more sophisticated
3D analysis had to be used. Applying the vertical prescribed displacements,
the fiber force distributions for the three cases are shown in Figs. 12-17. The
profiles shown in Figs. 12, 14, and 16 are outside the footprint region, at 45 ~
from the plane of symmetry, and are primarily simple inflation. According to
Figs. 10 and 12 for the basic version, the cords of belt number 1 are under
compression, and this effect is increased due to the contact (Fig. 13). However,
in the second version, these cords are in tension which means that in belt 3
fewer EPD (Ends Per Decimeter) could be used. However, the maximum fiber
forces were not higher than in the case of version 1 (Figs. 15 and 17).
In the case of version 3, the cord angle directions were very similar to the
basic one, but the cord EPD were significantly less in all the three functional
belts. An important advantage of this construction is that the belt EPD near
 NI~METH ET AL. ON DEVELOPING BELT CONSTRUCTIONS 279

...... 1. Belt

2. Belt
500.000N i
i - - 3. Belt

........... 4. Belt

.,, ,,- I "~ ,,"

" .. ~ '

Z,.]. ]~: .._,..:/i.i,].-- .:]._.,:;, ........ Carcass

-51]0.0O0N
31S/8B R 2 2 . S [0P 380
3rd verslon
FIG. 16 -- Fiberforces for version 3 due to inflation. (The profile is marked by an arrow.)

the tread rubber is similar to that of the original version, so the stability and
the mileage of the tire is expected to be the same. The fiber forces are nearly
similar to those of version 2.
Following the ideas in [5] and [6], an estimate of the strain energy density
has been calculated. As expected, the highest values are at the belt edges and
also at the boundaries o f the contact area. Some characteristic pictures are
shown in Figs. 18-20 for the vertically situated profile; there are not very
large differences among the three versions. The heat conductivity of the rub-
ber is very poor and so it is important to reduce the critical zones.
The strain energy density between the inflation and the vertical load has
been separately integrated for the tread, shoulder, sidewall, and bead zones
along the total 360 ~ circular length. The characteristic numbers are summer-
ized in Table 2. which are supposed to give useful information concerning
the rolling resistance of the different structures.

Conclusion

An easy-to-use technical documentation system can be a useful support

for modeling a new tire construction. Now even inexpensive personal com-
280 TIRE SCIENCE & TECHNOLOGY

...... 1. Belt

500.000 N Z. Belt
I
- - - 3. Belt
I
,. _i ........... 4. Belt
',. .. -" ,--

., '-., I "" ~ . .-" "

/
~.,. I I "'

-'"~' "~'~-"" '^" .... ' .... - ........ Carcass

i
I ~ N , ,

-soo.oooN , ~ ~ ~ . % ~
315/88 R 2Z.5 TOP 388 "~~./.."
3rd version

FIG. 17 -- Fiberforces for version 3 due to vertical loading. (The profle is marked by an arrow.)

FIG. 18 -- Distribution of the strain energy density for version 1 along the vertical profle.
NI~METH ET AL. ON DEVELOPING BELT CONSTRUCTIONS 281

FIG. 19 -- Distribution of the strain energy density for version 2 along the vertical profile.

FIG. 20 -- Distribution of the strain energy density for version 3 along the vertical prc?file.
282 TIRE SCIENCE & TECHNOLOGY

TABLE 2 -- Strain energy vahwsfor the loaded tire models (N-ram).

315/80R 22.5 Basic ( Ist)

TOP 300 version 2nd version 3rd version

Tread zone 5190 5918 5661

Shoulderzone 6463 7218 7138
Sidewallzone 456 518 518
Bead zone 2103 2077 2190
Wholetire 23236 25548 25356

p u t e r s c a n b e u s e d for t i r e d e s i g n p u r p o s e s . A c a s e s t u d y h a s b e e n p r e s e n t e d
as a n e x a m p l e o f h o w m a t e r i a l c o s t s for a t r a d i t i o n a l p r o d u c t c a n b e r e d u c e d
in s u c h a w a y t h a t t h e m o s t i m p o r t a n t s t r e n g t h p r o p e r t i e s a r e m a i n t a i n e d .

References
[1] Kaga, H., Okamoto, K. and Tozawa, Y., "Stress Analysis of a Tire Under Vertical Load by
a Finite Element Method," Tire Science and Technology, TSTCA, Vol. 2, 1977, pp. 102-
118.
[2] Trinko, M. J., "Ply and Rubber Stress and Contact Forces for a Loaded Radial Tire," Tire
Scienceand Technology, TSTCA, Vol. 11, No. 1-4. 1983, pp. 20-37.
[3] Rothert, H. and Gall, R., "On the Three-Dimensional Computation of Steel-Belted Tires,"
Tire Science and Technology, TSTCA, Vol. 14, No. 2, April- June, 1986, pp. 116-124.
[4] Satyamurthy, K. and Hirschfelt, L. R., "An Axisymmetric Finite Element and Its Use to
Examine the Effects of Construction Variables on Radial Tire," Tire Science and Technol-
ogy, TSTCA, Vol. 15, No. 2, April-June, 1987, pp. 97-122.
[5] Chang, J. P., Satyamurthy, K., and Tseng, N. T., "An Efficient Approach for the Three-
Dimensional Finite Element Analysis of Tires," Tire Science and Technology, TSTCA, Vol.
16, No. 4. October-December, 1988, pp. 249-273.
[6] DeEskinazi, I., Ishihara, K., Volk, H., and Warholic, T, C., "Towards Predicting Relative
Belt Edge Endurance With the Finite Element Method," Tire Science and Technology,
TSTCA, Vol. 18, No. 4, October-December, 1990, pp. 216-.235.
[7] Haggblad, B. and Sundberg, J. A., "Large Strain Solution of Rubber Components," Corn-
puters & Struclures, Vol. 17, No. 5-6. 1983, pp. 835-843.