International Journal of Electrical Engineering and Technology (IJEET)

Volume 11, Issue 10, December 2020, pp. 131-138, Article ID: IJEET_11_10_017
Available online at http://iaeme.com/Home/issue/IJEET?Volume=11&Issue=10
ISSN Print: 0976-6545 and ISSN Online: 0976-6553
DOI: 10.34218/IJEET.11.10.2020.017

© IAEME Publication Scopus Indexed

FEM TIRE DESIGN AND ANALYSIS OF

DURABILITY
Sashendra Sahoo
Department of Mechanical Engineering, Siksha ‘O’ Anusandhan (Deemed to be University),
Bhubaneswar, Odisha, India.

Dharmendra Singh
Department of Mechanical Engineering, Sanskriti University,
Mathura, Uttar Pradesh, India.

ABSTRACT
Finite Element (FE) tire models are increasingly being used for tire design, studies
of vehicle design and dynamic research. These tire models have the inherent advantage
of being able to cover a wide range of variables in tire design (such as precise tire
configuration and material composition) in addition to a wide range of operating
conditions (such as tire load, inflation rate and driving speed). It is also possible to
consider a variety of road data disruptions. This paper provides a finite element
commercial code for use in the development of new tire designs and vehicle dynamics
simulation. Rolling tire output responses such as lateral forces and self-aligning
moment produced during vehicle maneuvering due to steering input and vibration
responses to road disturbances are of particular interest. The model will also be
applicable to investigate other issues related to tire design, such as the heat generated
in the rolling tire carcass. This may pose particular issues during take-off in heavily
loaded tires, such as aircraft tires. This model would make it possible to quickly develop
new tire designs to meet specific requirements. A more precise model of rebar layer was
developed for composite material such as ply and belt. To order to determine the amount
of wear, wear depth and wear mass are added.
Keywords: Finite Element, Tire Model, Steady State Rolling, Simulation, Tire Design,
Tire Wear, Tread Pattern, Finite Element, Steady State Rolling.
Cite this Article: Sashendra Sahoo and Dharmendra Singh, FEM Tire Design and
Analysis of Durability, International Journal of Electrical Engineering and
Technology, 11(10), 2020, pp. 131-138
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 Sashendra Sahoo and Dharmendra Singh

1. INTRODUCTION
There has been a rapid expansion in its areas of use with the development of CAE-related
technology. CAE's application fields in the automotive industry have developed from the study
of strength and impact [1] to areas such as the analysis of reliability. In the study of vehicle
reliability and fatigue life, the load data from the road surface must be accurately represented.
It is therefore necessary to have a precise model of the tire. Nonetheless, a tire is made of
composite materials and it would have to be very broad a FEM model capable of taking into
account the detailed design factors [2]. It would be important because of this large computing
resources, and it is not feasible to use such tire models in a complete car model. As a result, an
effort has been made to develop a simplified tire model that is sufficiently accurate, convenient
to use and correlated with testing. Today's urgent problems for car companies are how to reduce
the time and expense needed to develop a new car. CAE (Computer Aided Engineering) was
considered to be an effective way to solve these problems and to substitute prototypes and tests
as a numerical experiment. Implementation of CAE in an automotive design is advancing in
different fields, and a full automotive model can be started recently to make it run as well. High
precision CAE is successful in curtailing a test vehicle, or early stage fault breakup, and
reliability, driving stability, and ride comfort also become the focus. It is necessary to predict
the transfer of the load from a road surface with appropriate accuracy in order to perform the
vehicle run simulation, and a highly accurate tire model is required first. It thus becomes an
effective means of performing FEM's tire structural analysis in a run simulation[3].
Nevertheless, if the tire has a complicated fibre framework, steel wires are included. Therefore,
since a simulation so that the goal revolution of this paper does not treat the phenomenon of
100msec units like the crash simulation that LS-DYNA has so far handled but the phenomenon
of a second unit, it is unlikely for the moment to run the simulation of the vehicles using the
tire model of a 100,000 element scale. Then FE tire model was developed to simplify on a small
scale in order to measure a run simulation in realistic time. Additionally, improvements are
added to this simplified tire model, and signs that a tire can now be analysed with sufficient
accuracy on the curb stone riding problem that is equivalent to the shock on the vehicle's
strength problem. Improvement is further added to the simplified tire model in this paper, and
the result that tried the rapid vehicle turn simulation that greatly changes a tire depending on
vehicle weight, vehicle inertia, and road surface friction is reported.

2. FE TIRE MODEL
The type of a car produced in an automaker is typically plurality, and differentiating in the tire
sizes it is fitted with is typical for each type of a car. For this reason, while the tire model used
as a basis is created and scaling is performed and is also done in accordance with the tire of
other sizes, the tire performs structure according to size or profile, and a concern is the decrease
in accuracy of the model by scaling. By translating such a problem into a sense, several sizes
of the simplification tire model are created. It is verified that this model of simplification of the
tires (Figure 1) is in line with the results of the static compression test and the dynamic cleat
transfer test, as well as of the brake stone ride that boosts vehicle levels. As a result, an effort
has been made to create a simplified tire model that is sufficiently reliable, easy to use and
compatible with the research. Then the subject of three points was set out below as an
improvement point added to the tire model in order to make it possible to apply this
simplification tire model to the rapid-turn simulation of vehicles. Enable it to analyse vehicle
turning motion in the asphalt road surface of the dryness.
 Enable marginal turning of the vehicles to be analysed using the maximum horizontal
force generated by a tire.

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 FEM Tire Design and Analysis of Durability

 To analyse turn motion used by the explicit method as a second unit, make an old
simplification tire model even more nearly small-scale, and as much as possible shorten
calculation time.

Nonetheless, the rigidity of the body's metal parts that were initially an elastic[4] body or a
suspension is disregarded, and it is premised on restricting the vehicle's deformation study
under a tire deformation and the suspension movement. The simplification tire model shown in
Fig has been enhanced. Based on the above three points, and considered the tire model used to
analyse the rapid turn. The number of elements dividing the direction of a circumference was
reduced in this improved simplification tire model, or the laminating structure of a sidewall
component was compounded to the one-layer SHELL portion, and the number of elements was
reduced below half compared to the FE tire model library shown in
Figure1.Nevertheless, the structural function of a tire replicated using a solid element and rub
ber material for a tread component and using a shell element and ortho-
tropical material for a case and a breaker portion etc. In the rapid movement of these vehicles,
the range of the vertical load to the tire in the tire in order to target only marginal movement
using the maximum horizontal force provided by a tire. Vertical load: angle of the chamber 2-
6kN: 0-5 deg. Corner of slip: 0-15deg. The friction coefficient of a tire and a flat[5] belt needed
to take into account the characteristic of changing with contact force and slip speed of a tire
tread component[6], in order to have rendered the horizontal force characteristic in compliance
with a measurement result, and included these in the simplification tire model. Consequently,
a nonlinear shift in the horizontal force by the grounding load of a slip angle of more than 6
degrees, as shown in Figure 2, or a tire generally agreed with the result of the measurement.

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 Sashendra Sahoo and Dharmendra Singh

Using the simplification tire model, which was in harmony with the horizontal force
characteristic of this flat belt test unit, the rapid turn motion of vehicles was attempted.

3. FEASIBILITY STUDY USING FE MODEL FOR TIRE LOAD

ESTIMATION
A detailed representation of pneumatic tire behavior is very important for the virtual simulation
of vehicle attributes such as handling, durability [7], and travel. The need for an Intelligent Tire
Model is growing even more with the progress of autonomous vehicles as well as the
development of Driver Assisted Systems (DAS). The incorporation of sensors into a tire's inner
liner has proven to be the most promising way to extract data from the real-time tire patch-road
interface that serves as a critical zone in the creation of an automotive control algorithms. The
model being developed, by implementing new algorithms to process the acceleration signals
perceived from an accelerometer mounted in the inner liner on the tire, can predict the
subsequent braking-traction requirement to avoid slip condition at the interface. Under the three
main acceleration, braking and free rolling situations, the strain variation at the contact was
studied to build a robust algorithm that could provide the vehicle GPU with real-time contact
patch situation to produce the optimum traction or braking force needed to avoid the slip
situation [8].

4. STRUCTURE OF AN AUTOMOTIVE RADIAL TIRE

A rubber is mounted to a wheel, inflated, and then the tire is connected to and used by a vehicle.
The section where a tire attaches to the wheel is referred to as the bead, and the metal wire
primarily absorbs the force in the bead[9]. The carcass (or casing) and belt are made of fibrous
materials and, when inflated, have the function of maintaining the tire's shape. The casing is set
on both sides by wrapping around the bead thread, and the fibers are almost circular in their
orientation. Only the casing can extend the rubber portion that touches the ground when
inflated[1], but the belt has the function to restrict this expansion so that the tire uniformly
contacts the ground. The belt is usually supplied alternately at 20 degrees to the circumferential
direction in two layers with the orientation of the fibers. The carcass is made of polyester and
other synthetic materials, the steel cord belt is made of twisted steel cables, and both have a
rubber rim. In addition to the carcass and belt, there is a bead reinforcing filler provided to
stiffen the bead and a fiber band provided to restrict the tread's expansion throughout high speed
running. Such fibrous materials are created by applying rubber to the tire. The bottom, the
sidewall, the bead rubber and the chafer are the main rubber components. The tread rubber is
in contact with the surface of the road and transmits different forces, thus making a major
contribution to the tire's performance. Specific patterns are also provided for running on snowy,
unpaved, or icy road surfaces as suitable to their use. The sidewall prevents the tire from
spinning, from the ground from stones, etc. The bead rubber enhances the area where the tire is
connected to the wheel. Due to friction with the wheel flange, the chafer rubber is used where
the tire connects to the wheel to prevent air leakage and wear. From this it can be seen that a
tire is very complex in shape, including the tread pattern, and as it is a fibrous & rubber
composite. Figure 3 shows the original detailed model and the simplified model of tire
construction. The tread pattern is not included in either iteration. Below are the variations
between the two models.

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 FEM Tire Design and Analysis of Durability

4.1. Tire Shape

The shape of the original tire model is that of a tire before being attached to the wheel, so the
first step in a simulation is to match the beads ' width to the wheel's width. This is achieved by
restricting the nodes that form the beads, but these restrictions become problematic when
simulating a wheel's movement. The stresses caused by fitting to the wheel in the tire are
relatively small. The simplified model's form was therefore believed to be the same as that of
the tire after it was mounted to the wheel.
4.2. Fiber Materials
The key difficulty comes from the layering of fibrous and rubber materials in the original tire
pattern. Every layer is independently modeled in the original model. Membrane elements with
orthotropic stiffness properties reflect the fiber material layers in the original model, and rubber
is modeled using solid components. Nonetheless, all of these layers are represented by a single
layer of shell elements[10] in the simplified model. By their thickness, these shell elements
have two Gauss lines. In order to obtain a single average element stiffness matrix, the element
stiffness matrix of each layer was added in the direction of thickness. If the sum of the thickness
of the individual layers is used as the shell thickness then it would greatly overestimate the
bending stiffness. So, the thickness and stiffness of the shell feature had to be modified so that
the bending stiffness was the same as that of the original model (Figure 4). Often, looking at a
cross-section of the tire pattern, a large number of distinct materials are being used (in this case
24) and this is hard to handle, so it has been reduced to three different materials with essentially
the same rigidity. In addition, the stiffness of the model was modified by trial and error in order
to make the stiffness the same as that obtained from measurements.

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 Sashendra Sahoo and Dharmendra Singh

4.3. Steady State Rolling

Consistent state moving of the tire, is viewed as rolling where the arrangement of all
quantifiable tire esteems - hub loads, inward anxieties and strains, disfigurements, impression
shears and impression shapes - as saw from a reference outline interpreting with the tire
tomahawks, stays steady after some time. Consistent state moving state may, notwithstanding
vertical burden, incorporate the activity of side powers that emerge during cornering, driving
or breaking torque, or any blend of those. Moving tire conduct may effectively be broke down
utilizing limited component (FE) models. It expect that the kinematics of moving issue is
characterized as far as an organize outline that moves along with the ground movement of the
tire, in which unbending body revolution is depicted in spatial way and the misshaping. Along
these lines time reliance is evacuated, and the issue might be treated as simply spatially needy.
According to pragmatic perspective, it is advantageous as it requires less computational assets
and along these lines less time for a run of the mill investigation. A short review of distributed
papers on consistent state moving tire examination might be found in before paper. In this paper
a limited component model created by the creators is appeared, which is improved in contrast
with before ones portrayed in paper, thinking about its effortlessness, creation time, exactness
and reasonableness for investigation of moving tires. In the initial segment of the paper the
limited component model is depicted. The subsequent part portrays the examinations led
utilizing this model, which target demonstrating its viable incentive in tire plan.
4.4. Inflation Analysis
Deformation state of tire profile, after the swelling to the weight of 2 bar (0, 2 N/mm2). The
upper pieces of the sidewall, in the region of tire shoulders, have diverted towards within the
tire, while the lower parts, closer to globules, have moved towards the outside. Such inclination
is as per watched conduct of tires developed by RCOT (Rolling Contour Optimization Theory).
As per this hypothesis, the geometry of remains profile is picked in a manner which empowers
its equivalent appropriation in a moving tire, which thus prompts diminishing of moving
obstruction. Stress dissemination in auxiliary segments of the tire may likewise be utilized as
an early marker of certain parts of moving tire execution, similar to mobility or solidness
(Figure 5).

The inflation analysis on the axisymmetric model is primarily focused on:

 Protection of Model Honesty,
 To find the deformed shape of the model.
 Finding stress in carcasses, belts and rubber components.

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 FEM Tire Design and Analysis of Durability

 Create the basis for the development of a 3D FE model.

4.5. Deformation Characteristics
A simulation of the tire's deformation characteristics under load was conducted, comparing the
results with those of a study. There were two goal forms for the tyre, a plane surface and a 45
°C phase to the tire's motion direction, and they were modelled using rigid shell components.
The findings of the simulation are very well in line with the deformed shape of the model. In
comparison, the simulation and test load-deformation curve. It can be seen that the two are in
very good agreement.
4.6. Characteristics of Tire Passing over a Projection
A simulation of the tire passing over a projection or cleat in motion was performed and the
results were compared with the results of a test. The projection scale was 20 rpm and the speed
of the tire was 35 km / h. Damping must be specified for a vibration simulation. It is easy to use
machine damping to get agreement with the measure, but if this is used it will limit the tire's
movement. Material damping can also be established, but this does not necessarily give good
consent to test results. A damping system was introduced in which motions other than those
rigid body movements reflecting the tire's rolling were damped. The tire's rolling motion is
determined by the rigid body movement supporting the vehicle's axle, so the tire motions
associated with it were not dampened, but the velocity components of the vibrations were
dampened in the radial and lateral directions and other directions unconnected with the vehicle's
movement. The deformed shape of the simulation is very similar to the test. Therefore it can be
considered that the simplified tire model is capable of reproducing the characteristics of a tire
passing over a projection.

5. CONCLUSION
A simplified tire model which is capable of being used in analyses of automobile durability and
fatigue, which can accurately reproduce the input force from the road surface, and which does
not require long run times has been developed. The simulation results obtained using this model
agree well with test results for tire deformation and a tire passing oven a projection. A
simulation of a vehicle rising up a step was carried out using the FEM tire model developed in
the FEM Tire Project. The tire model's practicality and robustness was tested using a tire
analysis only, and the feasibility of performing a simulation using a full car body model and
tires was investigated. In terms of suspensions and wheelbase etc., the body + tire FEM model
differed from the test vehicle, however good agreement was obtained between test and analysis.
It showed that simulations of body actions and the input of force into the body from the road
can be done if an appropriate tire model is used. This research has been further expanded by
focusing more on the body to conduct a realistic simulation of the vehicle running.

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