A MINI PROJECT REPORT

ON

“TWEELS – AIRLESS TYRES”

A Project report submitted for the partial fulfillment of the requirements
for the award of the degree

BACHELOR OF TECHNOLOGY
IN

MECHANICAL ENGINEERING
Submitted by

G. NITHESH (20915A0309)

G. KAWSHIK (20915A0310)
K. SAI DINESH (20915A0316)

MOHD ZAID (20915A0321)

Under the esteemed guidance of

Dr. B. RAVINDER REDDY
(Associate Professor)

DEPARTMENT OF MECHANICAL ENGINEERING

VIDYA JYOTHI INSTITUTE OF TECHNOLOGY

An Autonomous Institution
(Affiliated to Jawaharlal Nehru Technological University, Hyderabad)
(Aziz Nagar gate, CB Post, Hyderabad, TS – 500075)
 VIDYA JYOTHI INSTITUTE OF TECHNOLOGY
(Affiliated to Jawaharlal Nehru Technological University, Hyderabad

Aziz Nagar gate, CB Post, Hyderabad, TS – 500075)

DEPARTMENT OF MECHANICAL ENGINEERING

CERTIFICATE
This is certify that the Mini Project report titled “TWEELS – AIRLESS TYRES”
is being submitted by

G. NITHESH (20915A0309)

G. KAWSHIK (20915A0310)
K. SAI DINESH (20915A0316)

MOHD ZAID (20915A0321)

In the department of MECHANICAL ENGINEERING for the partial fulfillment of

requirements for the award of degree Bachelor of Technology. This work has not been
submitted to any other university or Award for Bachelor of Technology.

Dr. B. RAVINDER REDDY Dr. SREERAM REDDY

(SIGNATURE OF GUIDE) (SIGNATURE OF HEAD OF THE

DEPARTMENT)

EXTERNAL EXAMINER
 DECLARATION

We hereby declare that the Mini project report entitled “TWEELS – AIRLESS
TYRES” is carried out and performed by us for partial fulfillment for the award of degree
of Bachelor of Technology in the Department of Mechanical Engineering. We have not
submitted the same to any other university or organization for the award of any Degree.

G. NITHESH (20915A0309)

G. KAWSHIK (20915A0310)
K. SAI DINESH (20915A0316)

MOHD ZAID (20915A0321)

 ACKNOWLEDGEMENT

The successful completion of any task would be incomplete without a proper

suggestion, guidance and environment. Combination of these three factors acts like back
bone to my project report on “TWEELS – AIRLESS TYRES”

We regard our sincere thanks to the principal of VIDYA JYOTHI INSTITUTE

OF TECHNOLOGY “Dr. A.P. PADMAJA”, HOD DR. G. SREERAM REDDY,
Internal guide and other staff members who provided us a pleasant environment and
excellent lab facilities, valuable suggestions during our course period, who guided us in
excellent way by keeping us always in positive mood and our wills alive.

G. NITHESH (20915A0309)

G. KAWSHIK (20915A0310)

K. SAI DINESH (20915A0316)

MOHD ZAID (20915A0321)

 ABSTRACT

An airless tire is a solitary unit supplanting the pneumatic tire in getting assembly. It
could replace every other segment of a regular outspread tire and is co with a shear
band by methods for adaptable. is comprised of an unbending center point, associated
deformable polyurethane spokes and a tread band, all working as a solitary unit .

The Tweel, a sort of airless tire, however, discovers its non-specific application in
military and heavy load applications because of its level configuration, it can render the
pneumatic tire outdate. Our project includes outline an investigation of an airless tire.
The modelling was done in CREO and analysis in Ansys.

Since they never go flat and can be retreaded, airless tyres will not have to be thrown
away and replaced nearly as often as pneumatic tyres. This will cut down landfill mass
significantly. Due to these benefits, I believe that it is extremely important that research
and production of airless tyres is in progress and soon these tyres will be normalized.
 INDEX

CHAPTER NO TITLE PAGE NO

1 INTRODUCTION 2

2 CLASSIFICATION OF 4
TYRES

3 DEFORMATION OF 6
AIRLESS TYRES

4 STRUCTURE OF 7
TWEELS

5 LOAD AND BOUNDARY 8

CONDITION

6 LOAD DEFLECTION & 10

ANALYSIS

7 ANALYSIS IN 13
DIFFERENT MODES
ADVANTAGES OF
8 POLYURETHANE 16
NYLON 4,6 NPT OVER
RUBBER TYRES
ADVANTAGES OF
9 AIRLESS TYRES 20

DISADVANTAGES OF
10 AIRLESS TYRES 23

11 APPLICATIONS 24

12 ARE AIRLESS TYRES 25

BETTER

13 CONCLUSION 25
 1. INTRODUCTION

Airless tyres or Non-pneumatic tyres are unit tyres that aren't supported by
atmospheric pressure. These tyres are known as Tweel (merger of the words tyre
and wheel). As a result it doesn't use a conventional wheel hub assembly. The
construction of Tweel was initial declared by Michelin back in 2005. It’s structure
may be a rigid or flexible inner hub mounted onto the vehicles shaft that's
encircled by polyurethane spokes. This forms a pattern of wedges that facilitate
to soak up the impacts of the road. These spokes look almost like those found on
bicycles and plays the shock-absorbing role of the compressed gas as in
conventional tyre.

A sheer band is stretched across the spokes on which

tread is mounted. It is the strain of the band and therefore the strength of the
spokes replaces the gas pressure used on conventional tyres. An airless tyre is
created with differing types of spokes structures, so that it can handle various
loads. The non-pneumatic tyres can be viewed to have great positive implications
when designed. The inclusion of the airless tyres in to the vehicles will ensure us
the least possibility of blowout to occur in its performance. This also provides an
environmental benefit by its usage.

These tyres will never go flat and also can be retreaded, by which they
never need to thrown away unless and until a major problem takes place. Hence
land fill is cut down to a great extent contributing to the environment betterment.

2
According to Amir Gasmi, Paul F. Joseph, the tire model consists of a thin flexible
annular band and spokes that connect the band to a rigid hub. The circular band
is modeled on exploitation recurvate beam theory that takes under consideration
deformations because of bending, cutting off and circumferential extension. The
impact of the spokes, which are distributed unceasingly within the model and act
as linear springs. Depending on the spoke structure the load bearing capacity of
the tyre varies. The properties of tyre such as stiffness, lateral stiffness, load bearing
capacity are considered in the design.

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2. CLASSIFICATION OF TYRES:-

2.1.Tube Tyre:-
In tube tyre a tube is present inside the tyre. A tube tyre has a
structure as shown below.

2.2. Tubeless Tyre :-

In tubeless tyre there is no tube, in this a tyre is mounted on a
wheels’s rim to transfer the vehicle’s load from the axle.

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 2.3. NON – PNEUMATIC TYRES:-

Airless tyres or non-pneumatic tyres are rubber

structure which support the vehicle load during its all mobility. They are more
convenient, durable and they provide a safer space in the driving medium.
These types of tyres are called as Tweels [merger of the words tyre and wheel].
The properties of such tyre are stiffness, lateral stiffness, load bearing capacity.
are considered in the design.

• Tread is a rubber ring mounted on shear band which is made up of Neoprene

rubber or Nylon resin.
• Spokes are connected to hub and tread in different shapes which increases the
load bearing capacity. It is made up of polyurethane material and it can be either
rigid or flexible.
• Hub is placed radially to the tread ring and is mounted to the axle shaft.
• Load bearing capacity of the tyre is dependent on the structure of the spokes.

5
3. DEFORMATION OF AIRLESS TYRES:-
The unventilated tyre (Tweel) doesn’t use a
conventional wheel hub assembly. A solid inner hub mounts to the shaft and is
encircled by polymer spokes panoplied in a very pattern of wedges. A shear band is
stretched across the spokes, forming the fringes of the tyre. On it sits the tread, the
half that comes in touch with the surface of the road. The cushion shaped by the air
cornered within a standard tyre is replaced by the strength of the spokes that receive
the strain of the shear band. Placed on the shear band is that the tread, the half that
produces contact with the surface of the road. When the Tweel is running on the road,
the spokes absorb road defects identical manner atmospheric pressure will within the
case of gas tyres. The versatile tread and shear bands deform briefly because the
spokes bend, then quickly return to the initial form. Totally different spoke tensions
may be used PRN by the handling characteristics and lateral stiffness may vary.
However, once created the Tweel’s spoke tensions and lateral stiffness can't be
adjusted.

Deformation of spokes

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4. STRUCTURE OF TWEELS:-

1. Honeycomb structure
2. Spoke structure
3. Triangular structure
4. Diamond structure

4.1 HONEYCOMB STRUCTURE 4.2 SPOKES STRUCTURE

4.3 TRIANGULAR STRUCTURE 4.4 DIAMOND STRUCTURE

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5. LOAD AND BOUNDARY CONDITION:-

Air-less tire consists of layers of the inner band,

outer band to create a composite structure. Steel rings also are used as
reinforcing elements in Air-less tire. Tires typically face the key issues of
failure thanks to heat build-up and riding comfort. so as to boost style of
Air-less tire, it's necessary to be ready to predict the mechanical
behavior of the tire beneath applied load. Conjointly stress and strain
energy distribution developed ought to be analyzed. The validation of
metallic element prediction against air tire results was undertaken. The
distribution of strain energy and deflection below loading was conjointly
distributed victimization metallic element analysis. Vertical loading on
the wheel through the appliance of a uniformly distributed edge load at
the tire-rim contact region. The all tire half square measure mashed by
victimization the solid Tetrahedral parts.. Tread properties square
measure E=30Mpa, density=1300 kg/m3. Each bands take into account
as same material properties, and also the wheel load of 1200 N is
applied.

5.1 Honey comb Structure with Tetrahedral mesh.

8
5.2 Spoke type Structure with Tetrahedral mesh.

5.3 Triangular Structure with Tetrahedral mesh

5.4 Diamond Structure with Tetrahedral mesh.

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6. LOAD DEFLECTION & ANALYSIS:-

Model the tires by mistreatment CREO to imports

ANSYS code. Road and tread were command contact stipulation not
fastened. Vertical loading on the wheel through the applying of a uniformly
distributed edge load at the tire-rim contact region. The deflection within the
loading direction of the wheel center and therefore the displacement within
the lateral direction.

6.1. Honey Comb Structure

Deflection of air less tyre with Honey Comb Structure

The above figure explains the total deformation of the tyre when a load of
1200 N is applied, the load is acting on the centre of the axle where the
deformation. of total tyre with stress and strain relationship is seen in this
figure. The colour representation shows the deformation of the tyre when load
is applied. The total deformation of the tyre in this type of structure is
0.000797

10
6.2. Spoke type structure

Deflection of air less tyre with Spoke type Structure

The above figure explains the total deformation of the tyre when a load of
1200 N is applied. The normal analysis is done with the materials such as
polyurethane as spokes and natural rubber as thread of the tyre and the inner
layer of the tyre is used as nylon which is used in pneumatic tyres. The hub
is used as aluminum which is the basic materials of a normal airless tyre.

6.3. Triangular Structure

Deflection of air less tyre with Triangular type Structure

The above figure explains the total deformation of the tyre when a load of
1200 N is applied the load is a acting on the centre of the axle where the
deformation of total tyre with stress and strain relationship is seen in this
figure.

11
6.4. Diamond Structure

Deflection of air less tyre with diamond Structure

The above figure shows the total deformation of the tyre when a load of
1200 N is applied the load is acting on the centre of the axle where the
deformation of total tyre with stress and strain relationship is seen in the
figure.

The results obtained on comparison between the structures using

normal and composite materials were analyzed and is stated below.

Force Total Total

Deformation Deformatio
S. No Structure Applied (Existing n (Existing
Material) Material)
( N) mm mm
1 Honeycomb 1200 0.00079721 1.0608e-007
2 Spokes 1200 4.6483e-7 2.8606e-007

3 Triangular 1200 8.2519e-6 1.3521e-007

4 Diamond 1200 0.016874 1.0498e-007

The performance analysis of the four various structures such as

honeycomb, spokes, triangular, and diamond are given in the above
table. The total deformations of the various structures are shown in
which diamond structure has lesser deformation than the other three
structures. Thus the honeycomb and diamond structure gives the high
load carrying capacity.

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7. ANALYSIS IN DIFFERENT MODES:-

Ansys Mechanical is a dynamic tool that has a complete range of

analysis tools. Ansys Mechanical enables you to solve complex
structural engineering problems and make better, faster design
decisions.

7.1 Equivalent Stress

7.2 Total Deformation

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 7.3 Mode Analysis

7.4 Thermal Analysis (Total Heat Flux)

7.5 Total Deformation: -

14
7.6 Deformation for different modes: -

After considering all the above results we came to know that

airless tyres can be used for overcoming the drawbacks faced by the
pneumatic tyre as it is more efficient and durable. The honeycomb
structure and the spokes satisfies and provided better traction, mobility
and convenience to the driver.

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 8. ADVANTAGES OF POLYURETHANE NYLON
4,6 NPT OVER RUBBER TYRES

Properties Nylon 4-6 Rubber

Young’s modulus 4.8 2.7

(GPa)

Poisson’s ratio 0.4 0.4

Density 1150 1400

(kg/m3)

8.1. Cushioning:-

The cushioning ability of a tire is directly related to its durometer or

hardness. The higher the durometer number, the harder the tire. Rubber
tires will typically be in the range of 67-75 durometer while polyurethane
tires will fall between 83 and 95 durometer. Simply put, the softer the tire
it can absorb more impact. Since polyurethane is typically harder, it is
known for giving a rougher ride to the lift truck operator than rubber.
Rubber is about 15 durometer points softer than the softest polyurethane
compound. If a soft ride is important to a lift truck operator, then a rubber
tire can be used efficiently and effectively. Polyurethane tires are not
widely available in compounds softer than 83 durometer.

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8.2. Traction: -

Another difference between rubber and polyurethane can be found in

each material's ability to grip the surface on which it operates. Rubber
tires will always have a softer tread surface, while polyurethane tires will
be harder. Since rubber is softer, it will provide a broader foot print on
the surface than polyurethane, As a result, rubber will always provide the
customer with better traction than even the softest polyurethane.
However, polyurethane manufacturers have developed a process called
"sipping" or "routing" where various tread styles are machined onto the
surface of the tire. After this process, polyurethane tires have
significantly better traction without sacrificing load capacity.

8.3. Load capacity: -

From a capacity standpoint, a polyurethane tire will carry twice the

load of a rubber tire. For this reason alone, lift truck manufacturers have
utilized polyurethane for load wheels and tires. Tires made of
polyurethane will be much more resistant to splitting, tearing, or
chunking out under load as rubber tires have a tendency to do. Since
loads and speeds carried by all types of lift trucks seem to be constantly
increasing in recent years, premature failure caused by continuous
overloading seems to be the main cause of failure for both rubber and
polyurethane.

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8.4. Wear and Abrasion Resistance: -

While rubber will offer a softer ride, it will not wear as well as
polyurethane. In fact, as a general rule polyurethane tires will outlast
rubber tires by about four times. As the rubber tire is used, it looses
fragments of its tread because of surface conditions and general
abrasion. On the other hand, Polyurethane does not experience similar
wear due to its overall toughness. Polyurethanes tend to excel under
sliding abrasion while rubber performs less effectively.

8.5. Cutting and Tearing Resistance: -

Due to its overall toughness, the polyurethane tire will

withstand rough floor conditions and debris much better than rubber.
Rubber does not exhibit high cut/tear strengths. Once tom or cut, a
rubber tire will see the cut or tear area propagate. Polyurethane is
resistant to both cutting and tearing. In fact, the items that would
normally cut and tear a rubber tire will become imbedded in the
Polyurethane tread without causing it to cut or tear. However, it should
be noted that the cutting and tearing of both rubber and polyurethane,
ultimately reduces the life of each compound.

8.6. High Speed Operation: -

Polyurethane tires do not dissipate internal heat well. As

the speed of the truck is increased, the polyurethane tire becomes less
desirable. Internal Combustion and propane lift trucks generally travel
too fast for polyurethane tires and operate outside. So a rubber tire is the
preferred choice in this application. Most electric lift trucks travel at

18
speeds of 6-8 miles per hour. Within this speed range, polyurethanes
excel. Rubber dissipates heat well and will hold up in the higher speed
applications.

8.7. Floor Marking: -

Polyurethane tires do not mark the floor of a warehouse. Even

though polyurethane tires come in a wide array of colors, the basic
chemistry used will not allow any colorant to mark floors. A polyurethane
tire can pick up dirt off the floor and lay it back down on the coated
surface. This can leave one with the impression that the polyurethane
tire is marking the floor. Dirt that has impregnated the coated surface
does look like particles from the tire. Rubber on the other hand does
mark floors if one is using a standard rubber compound. Carbon Black
used in rubber is the primary culprit. There are non marking rubber
products on the market that generally do not mark the floor. These tires
are typically grey in color as they lack the carbon black Additive.

8.8. Chemical Resistance: -

Another comparison between rubber and polyurethane tires can be

made in the area of chemical resistance. As an example, a rubber tire
exposed to solvents may tend to loose its ability to have good tear
strength and chunk resistance while the polyurethane is unaffected after
long term exposure. However, it should be noted that harsh solvents like
methyl ethyl ketone, methylene chloride or acids can destroy
polyurethanes as well.

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8.9. Price: -

From a pricing stand point it is difficult to precisely compare a

polyurethane and rubber tire. One can Always be sure of one thing; the
polyurethane tire will be more expensive due to raw material costs.
Conversely, rubber raw materials are much less expensive. Depending
on the compounds, a rubber tyre can cost 25-50% less than a
polyurethane tire. Since rubber tires can be used in a wider array of
applications and will always cost less, rubber will always be the most
prevalent product used in the material handling industry. However, if the
lift truck is an electric and the load requirements are high, then a
polyurethane tire is used in spite of the additional costs. But remember,
while a polyurethane tire can cost twice as much as a rubber tire, the
polyurethane tire can last up to four times longer.

9. ADVANTAGES OF AIRLESS TYRES: -

9.1. No Flat Tyres: -

The most apparent advantage of airless tires is that you never

have to worry about getting a flat and having to pull over to the side of
the road to change a wheel, use a repair kit, or wait for help because
your tire has a hole in it. Goodyear's extensive testing of airless tires
reveals that spokes can deform and break but that the tires can continue
to perform safely afterward, so you don't have to worry as much about
punctures.

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9.2. No Need For Spare Tyres: -

Drivers won't have to keep a spare tire or puncture repair

equipment in their vehicles as often if they never get a flat. However, full-
size light tires have fallen out of favor recently, so many automobiles no
longer ship with one. However, many merely have temporary space
savers, a tube of puncture repair goo, and tire inflates that operate by
electricity. You won't need any extra gear with airless tires, freeing up
valuable room in the trunk.

9.3. Airless Tyres Could Help Businesses Save Money: -

When vehicles in sectors like agriculture,

mining, and construction that depend heavily on them have tire failure, it
may have a devastating impact on those sectors.The same holds for
drivers in the taxi business or on public transportation: a bus or cab with
a flat tire is a loss of income for the driver and an
inconvenience for passengers. Without flat tires, these businesses would
struggle to maintain efficiency and productivity while
keeping prices down.

9.4. Airless Tyres Last Longer And Need Less Maintenance: -

Some estimates put the lifespan of airless tires at three

times that of traditional ones, thus reducing the frequency with which
they must be changed. Since there is no need to adjust tire pressure, the
tires will always be in a condition that maximizes fuel efficiency and
prevents premature tread wear. The 'Tweel' (a portmanteau of 'tire' and

21
'wheel') was first produced by Michelin in 2005 and has since found
widespread usage on light, low-speed vehicles in the agricultural and
construction industries.

9.5. Reduce Carbon Dioxide Emissions: -

There is a thing called rolling resistance that tires encounter.

The car's engine must exert more power to move forward because the
tires lose energy every time they flex in contact with the road.
Manufacturers like Bridgestone claim that their concept air-free tires are
more efficient than standard tires because they have a lower rolling
resistance than their inflated fuel-efficient 'Ecopia' tires.

9.6. Airless Tyres Can Be Easily Recycled: -

Many tire manufacturers claim that their designs for airless

tires are entirely recyclable back into new airless tire products.
Bridgestone's non-pneumatic tires will be the first of their kind to use
what the company calls its "cradle-to-cradle" technology.

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10. DISADVANTAGES OF AIRLESS TYRES:-

10.1. Airless Tyres Are Noisy: -

Currently, airless tires are substantially louder than their

air-filled counterparts, one of their major drawbacks. Even though the
technology is improving, airless tires are noisier and transmit more
vibration to the car. However, at the moment, drivers used to the
reaction and feel of conventional tires may find airless tires unsettling.

10.2. Airless Tyres Are Expensive To Buy: -

Airless tires are still quite pricey at the moment. The Michelin Tweel's
price tag includes the tire and the wheel cost up to $750 (about £630).
These can only be used on small commercial vehicles similar to UTVs,
and their peak speed is limited to 38 miles per hour. The initial cost of
bigger airless tires for common passenger cars is anticipated to be high.
However, if they gain popularity and are adopted by more people, the
high prices may decrease with time.

10.3 Not All Airless Tyres Reduce CO2 Emissions

However, not everyone is convinced by

Bridgestone's assertions that vehicles equipped with airless tires may
reduce carbon dioxide emissions compared to conventional tires. It has
been argued that the increased rolling resistance is due to the broader
contact patch of most airless tires. As a result, the car's engine may
become less efficient, resulting in higher fuel consumption and,
therefore, higher carbon dioxide (CO2) emissions.

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11. APPLICATIONS: -
• NASA had contacted Michelin and Bridgestone to develop a wheel
for the next generation lunar rover based on the Tweel concept.

• Military testing has indicated that the Tweel deflects mine blasts
away from the vehicle better than standard tires and that the Tweel
remains mobile even with several spokes damaged or missing.

• skid-steer loaders small construction equipment for which it

seems well-suited

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12.ARE AIRLESS TYRES BETTER?

• The most significant benefit of airless tyres is that they never lose
air pressure. One another perk is that airless tires have a longer
lifespan than conventional tyres, which means less money is spent
on replacements.

• Airless tyres can lift more load and can perform more challenging
tasks when installed on heavy machinery.

13. CONCLUSION: -
From the design analysis it was concluded that the Diamond tyre
structure was found out to be solid, and also bears more load
comparative to the other structures. The material changes brought about
in the carcass and also in the tread has also contributed to the reduction
the total deformation. Thus the proposed work can bear a greater
amount force and at the same time exhibits a comparatively small total
Frontiers in Automobile and Mechanical Engineering IOP Publishing IOP
Conf. Series: Materials Science and Engineering 197 (2017) 012042
doi:10.1088/1757-899X/197/1/012042 6 deformation. These types of
tyres can be mainly employed for the heavy load vehicles where the load
factor is a main concern.

25
 REFERENCES

• International Research Journal of Engineering and Technology

(IRJET).
Volume: 08 Issue: 05 | May 2021
• Credits - Analysis by Dept. of automobile Engg Sathyabama
University, Chennai
• https://www.slideshare.net/MONISHRAZZA/nonpnuematic-airless-
tyres-seminar-report
• https://patents.google.com/patent/US20160089935A1/en

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