Vibration Analysis of Rolling Tire based on Thin

Cylindrical Shell Theory

T. Koizumi, N. Tsujiuchi, M. Matsubara , F. Nakamura

Doshisha University, Japan
1-3 Miyakodani, Tatara, Kyotanabe, 610-0394, Japan
e-mail: tkoizumi@mail.doshisha.ac.jp

K. Matsuyama
TOYO TIRE & RUBBER Co., LTD.

Abstract
Structure borne noise is dominant in vehicle interior noise at frequencies below approximately 300Hz.
Spindle force is a critical factor in structure borne noise for vehicle interior noise. To research the
vibration characteristics of rolling tires, spindle force must be predicted. This paper describes the vibration
analysis of a tire in the static and operational conditions. The vibration characteristics in the operational
condition are different from that of the static condition. Therefore, we require a method that predicts the
vibration characteristics of tires in the operational condition using the static condition. For rolling tires,
their vibration characteristics are affected by the Coriolis force caused by the rotation. Then, we built the
tire vibration model, based on cylindrical shell theory. The basic equation, including the effects of the
initial tension and the Coriolis force, is derived by a thin rotating cylindrical shell model and Hamilton’s
principal. It is found that the same shape of traveling-wave modes occurs for a rolling tire and that the
excitation frequency of the forward wave is different from the backward wave. The rotation effect has no
affect on the first mode. We also present the influence given by these phenomena on spindle forces.

1 Introduction

Noise must be reduced to achieve breakthroughs in the mechanisms of noise and vibration. In passenger
cars, tire noise due to tire contact with the road has become the dominant cause of interior and exterior
noise [1]. The interaction between tire noise and the vibration characteristics of tires has been widely
studied. The simulation of tire dynamics is a critical factor in predicting NVH performance [2]. Using
simulations of tire dynamics, the design examination of tires can be preformed to reduce noise and
vibration. Since the vibration characteristics of rolling tires differ from unrolling tires, a prediction method
is necessary for the vibration characteristics of rolling tires using unrolling tires.
Early works on the dynamic effect of rotation for tires were done by Clark, Tielking, Soedel [3-6] etc.
These studies focused on theoretical vibration analysis using a cylindrical shell model. Mode separation
was exhibited on a rotating system of coordinates. However, there are no studies on the interaction
between this physical phenomenon and structure borne noise. The vibration due to tire contact with the
road was transmitted from the spindle to the vehicle’s interior [7]. The vibration transmitted from spindle

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to vehicle interior is important in the frequency band below 300Hz. Spindle force is a key factor in the
NVH performance of tires.
In this paper, we described the vibration analysis of tires with the static and operational conditions on the
rotation effect and learned that interaction exists between mode separation and spindle force. First, we
measured the surface vibration velocities of the operational condition to comprehend the vibration
behavior of a rolling tire using scanning Laser Doppler Vibrometers (LDV). Second, we built tire
vibration model based on cylindrical shell theory. The basic equation, including the effects of the initial
tension and the Coriolis force due to rotation, is derived by a thin rotating cylindrical shell model and
Hamilton’s principal. The results of the experiment and the theoretical analysis for a rolling tire are
presented. Consequently, it is found that the same shape of traveling-modes occurs for a rolling tire, and
the excitation frequency of the forward wave is different from that of backward wave. Rotation does not
affect the first mode.

2 Tire vibration characteristics

2.1 Measurement of surface vibration velocities

Figure 1 shows the test tire used in the measurements of surface vibration velocities. A smooth radial
195/65R15 91T tire was used and inflated to 220 kPa. The velocities of the sidewall in a fixed system of
coordinates (longitudinal (x), lateral (y), and vertical (z)) were measured along the tire’s entire
circumference over a frequency range from 50 to 300 Hz using Polytec PSV-400 LDV. Figure 2 shows the
set-up used to measure the sidewall vibration with a single drum test machine. To grasp the tire mode,
modal analysis was performed using the LDV responses. Additionally, the tread was forced radially by
shaker action for the static condition and by cleat impact for the operational condition. A 3-mm high,
trapezoid-shaped cleat with an 8-mm upper base and a 16-mm lower base was mounted on the surface of a
single drum test machine.

(a) Sidewall (b) Tread

Fig.1 Test Tire
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Fig.2 Measuring and test schematic for surface vibration

2.2 Tire vibration characteristics in the static condition

Frequency response functions of all measurement points were calculated from shaking tests. Figure 3
shows the vibration shapes of the resonance frequency. This paper treats resonance frequencies and
vibration shapes the same as natural frequencies and mode shapes because of the low damping in the
frequency band below 300 Hz. These mode shapes in figure 3 were identified by the frequency response
function between the excitation force due to the shaker and the surface vibration velocities. The vibration
shapes are depicted on the grid in Figure.2. The circumferential modes, which are elastic modes in tread,
are mainly shown for radial tires with a high stiffness belt. Measurement of the sidewall vibration can
identify these modes because the sidewall dynamic behavior is dependent on the tread dynamic behavior
on these modes [8,9]. These modes were standing wave vibrations in the static condition.

First mode (82 Hz) Second mode (102 Hz) Third mode (125 Hz) Forth mode (149 Hz)
Fig.3 Mode shape in static condition

2.3 Tire vibration characteristic on the operational condition

Generally, the first natural frequency in the operational condition is lower than in the static condition due
to the rubber behavior that depends on the amplitude strain [2,10]. The natural frequencies of contact
condition are higher than those in the un-contact condition due to the restrictions of the vibration
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displacement in the contact area. Therefore, being in a condition to roll without contact between the tire
and road surfaces is desirable to clarify the rotation influence on the tire vibration characteristics. Due to
the single drum test machine structure, this machine cannot start unless contact is made between the tire
and drum surface. In the reduction of axle load to 100 N, we assumed negligible effects of the dynamic
rubber property and the restriction of the vibration displacement in the contact area. Table 1 compares the
first natural frequencies with the following conditions: unload and unrolling, load and unrolling, and load
and rolling. The natural frequency in the unload and unrolling condition appears at a higher frequency
compared to the natural frequency on load and unrolling condition. However, the natural frequency in the
load and rolling condition appears at a lower frequency than the natural frequency in the load and
unrolling condition. The natural frequency in the load and rolling condition had the same natural
frequency in the unload and unrolling condition. Therefore if the vibration characteristics are identified in
the tire’s infinitesimal deformation condition, we can assume that the effects of the rubber dynamic
property and the restriction of the vibration displacement in the contact area are negligible.
It is difficult to obtain road force when the tire was rolling over on the trapezoid-shaped cleat Therefore
modal analysis was performed using the responses from the lateral (y) vibration velocities of the LDV.
Our method assumed excited circumferential modes due to the straight cleat that was used in these tests.
The tread was excited along the entire width by shaker and cleat, the interdependent vibration behavior
between the tread and the sidewall. The wave number along the tire’s entire circumference in the
circumferential modes has mode order. Fourier transform in the vibration shapes along the tire’s entire
circumference was performed. Figure 4 shows the mode shapes resulting from modal analysis. The same
traveling-wave mode shape occurs for a rolling tire, and the excitation frequency of the forward wave is
different from the backward wave.

Table 1 first natural frequency in operational condition

Situation Natural frequency [Hz]
Unload and unrolling 82
Load and rolling at 10km/h 82
Load and rolling at 15km/h 82
Load and rolling at 30km/h 82

Forth mode (143 Hz) Forth mode (156 Hz)

Fig.4 Forth mode shape in rolling condition (15 km/h)
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3 Vibration behavior analysis

3.1 Vibration model based on thin cylindrical shell theory

Figure 5 shows the vibration based on a thin cylindrical shell model that is assumed to rotate with angular
velocity R about a fixed axis coincident with a fixed system of coordinates and without contact with the
road. Moreover, this model consists of a thin circular ring that represents the tread and circumferentially
distributed radial and tangential springs that represents the sidewall, which connect the circular ring to the
wheel center. The wheel is a rigid body because of the high stiffness in comparison with the tire stiffness.
Kirchhoff-Love’s hypothesis was supposed in this model [11].
The following are this model’s parameters: radius R and cross-section area A of the tread ring, the tread
ring’s modulus of longitudinal elasticity E and mass density ρ , and radial and tangential sidewall
stiffnesses K θ and K r , respectively. The location of a tire’s element is described using polar coordinate
( θ , z ). The central surface of the tread ring section has z = 0, and the vibration displacements of arbitrary
point on the central surface are ( v , w ) in relation to ( θ , z ).
In addition, it is supposed that the tread deformation is an un-extensional deformation assumption. If the
tread can be inextensible in the circumferential direction, the following relation between the radial and
tangential displacement applies[4,11]:
∂v
+w=0 (1)
∂θ

Fig. 5 Tire vibration model based on the thin shell theory

3.2 Kinetic energy and first variation

The total kinetic energy of the tread ring including the radial and tangential components of the velocities
and the initial displacement due to the centrifugal force are given by [4]
1 ⎡⎧ ∂v ⎤
2π
⎫ ⎛ ∂w
2 2
⎞
T= ∫0 2 ρA⎢⎢⎨⎩ ∂t + Ω(R + w0 + w)⎬⎭ + ⎜⎝ ∂t − Ω ⎟⎠ ⎥Rdθ
⎥⎦
(2)
⎣
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where w0 is the initial displacement due to the centrifugal force in the radial direction. The first variation
of the total kinetic energy is integrated about the time in the following form:
2π
⎡ ⎛ ∂ 2v ∂w 2 ⎞ ⎧∂ 2 w ∂v ⎫ ⎤
∫ δT dt = ∫ ρA ∫ ⎢− ⎜⎜ + 2 Ω − Ω v ⎟
⎟δv − ⎨ − 2 Ω − Ω 2
( R + w + w )⎬δw⎥ Rdθdt (3)
∂ ∂ ∂ ∂
2 2 0
0 ⎣ ⎝ ⎠ ⎩ ⎭ ⎦
t t t t t t

3.3 Potential energy and first variation

The potential energy of the tread ring’ bending is given by [12]

2π 2
EI ⎛ ∂2w ⎞
U1 = ∫ ⎜⎜ 2 + w ⎟⎟ Rdθ (4)
⎝ ∂θ
4
0 2R ⎠
The tread ring’s tension equals the sum of the initial tension due to the rotation and the internal pressure.
The initial tension due to rotation S rot is given by [6,11]
S rot = ρAR 2 Ω 2 (5)
The potential energy of the tread ring’s tension is given by [13]
2π
S 0 + S rot ⎛ ∂ 2 w ⎞
U2 = ∫ − ⎜⎜ 2 + w ⎟⎟ wRdθ (6)
⎝ ∂θ
2
0 2R ⎠
The potential energy stored in the radial and tangential springs are as follows:
2π
1
U3 = ∫ 2Kθ v Rdθ
2
(7)
0

2π

∫ 2 K (w + w )
1
U4 = Rdθ
2
r 0 (8)
0

First variation of the total potential energy is integrated about time in the form
2π
⎧ EI ⎛ ∂ 4 w ∂2w ⎞
∫ δUdt = ∫ ∫ ⎨
t t
⎜
4 ⎜
0 ⎩ R ⎝ ∂θ
4
+ 2
∂θ 2
+ w ⎟⎟δw + K θ vδv
⎠
(9)
S +S ⎛ ∂2w ⎞ ⎫
+ K r (w + w0 )δw − 0 2 rot
               ⎜⎜ 2 + w ⎟⎟δw⎬ Rdθdt
R ⎝ ∂θ ⎠ ⎭

3.4 Equation of motion about vibration

Hamilton’s principle is given by

t2

δ ∫ (T − U )dt = 0 (10)
t1

This equation is then substituted into Equation (1) and (2). If this equation is justified, equations about δv
and δw are as follows:
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⎛ ∂ 2v ∂w ⎞
ρA⎜⎜ − − 2Ω + Ω 2 v ⎟⎟ − K θ v = 0 (11)
⎝ ∂t
2
∂t ⎠
⎧ ∂2w ∂v ⎫ EI ⎛ ∂ 4 w ∂2w ⎞
ρA⎨− + 2Ω + Ω 2
( R + w + w )⎬ − ⎜
4 ⎜
+ 2 + w ⎟⎟
⎩ ∂t ∂t ⎭ R ⎝ ∂θ ∂θ
2 0 4 2
⎠
(12)
S +S ⎛∂ w 2
⎞
                   + 0   2 rot ⎜⎜ 2 + w ⎟⎟   − K r (w + w0 ) = 0  
R ⎝ ∂θ ⎠
By substituting Equation (1) into Equations (11) and (12) and differentiating equation (12) once and
inserting Equation (11), the result is the following:
∂ 4v ∂ 2v ⎛ ∂ 4v ∂ 2v ⎞
∂ 2 v S o + S rot
− + 4 Ω −⎜⎜ 4 + ⎟
∂t 2 ∂θ 2 ∂t 2 ∂t∂θ ρAR 2
⎝ ∂θ ∂θ 2 ⎟⎠
(13)
EI ⎛ ∂ 6 v ∂ 4v ∂ 2v ⎞ 1 ⎛ ∂ 2v ⎞ 2⎛ ∂ v
2
⎞
+
       ⎜
4 ⎜
+ 2 + ⎟ − ⎜ K v − K ⎟ − Ω ⎜ − v ⎟⎟ = 0
2 ⎟
∂θ ⎠ ρA ⎜⎝ ∂θ ⎟⎠ ⎜ ∂θ
θ
ρAR ⎝ ∂θ ∂θ
6 4 r 2 2
⎝ ⎠

3.5 Natural frequency and mode shape

Next, write the solution of Equation (13) as a harmonic function.

v = V sin (nθ + ωt ) (14)
Substituting Equation (14) into (13), the solution of the in-plane vibration can be obtained, where V is the
displacement amplitude, n is the mode order, and ω is the natural angular frequency. The natural
frequency and the mode order of the in-plane vibration are the same as the out-of-plane vibrations of the
circumferential modes for the connection between the radial and tangential displacement in Equation (1).
The following natural frequency f static on static condition Ω = 0 is applied:
1

=
ω static
=±
1 ⎡ 1 ⎧⎪ EI n 2 n 2 − 1
⎢ ⎨ 4
2

+
( ) (
S o n 2 n 2 − 1 n 2 K r + Kθ
  +
) ⎫⎤ 2
f static ⎬⎥   (15)
2π 2π ⎢ ρA ⎪⎩ R n2 +1 R2 n2 + 1 n2 +1 ⎭⎦⎥
⎣
Complex symbols ＋ and − mean each direction of the wave travel. Plus sign ＋ means a backward wave
and minus sign − means a forward wave. Here, the same shape of traveling-wave modes occurs at the
same frequency. Therefore, a standing wave is identified for the superposition principle.
The following natural frequency f rot on operational condition Ω ≠ 0 is applied:

f rot =
1 ⎛ 2n
⎜ Ω±
(n 2
)(
−1 n 4 +1 )Ω 2
+ ω static
2
⎞
⎟ (16)
2π ⎜ n 2 +1
⎝ (n 2
+1 )
2 ⎟
⎠
Because the natural frequencies in Equation (16) are on the rotating system of the coordinates, it is
necessary to change of the fixed system of the coordinates from a rotating system of coordinates for
comparison between analysis and experiment. We assume that the Doppler effect occurs for traveling
modes to move a tread ring depending on the rolling tire speed on the fixed system of the coordinates. The
rolling velocity of tread ring V is given by,
V = RΩ (17)
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and the following relation between the amplitude of natural frequency f rot and the rolling velocity of
tread ring V is applied:
v ±V nΩ
′ =
f rot = f rot ± (18)
v 2π
The amplitude of natural frequency f rot in consideration of the Doppler effect on the fixed system of
coordinates is applied;

′ =
f rot
1 ⎛ − n3 + n
⎜± Ω+
(n 2
)(
−1 n 4 +1 )Ω 2
+ ω static
2
⎞
⎟ (19)
2π ⎜ n 2 +1
⎝ (n 2
+1 )
2 ⎟
⎠
Complex symbols ＋ and − mean each the backward and forward waves.

4 Validation and consideration

4.1 Natural frequency in static condition

The theoretical value of the natural frequency on the static condition is found from Equatiion (15).
Unknown constants: S o ρAR 2 , K r ρA , K θ ρA , and EI ρAR 4 are identified from the natural frequencies
obtained in the experiment. Figure 6 compares natural frequencies between the analysis and experiment.

Fig.6 Natural frequency on static condition

4.2 Natural frequency on the operational condition

The natural frequency in the operational condition is found from Equation (19) and the natural frequency
in the static condition. Figure 7 compares the forward and backward waves between the analysis and the
experiment. Plot symbols ＋ and ○ mean the experimental and theoretical values. The theoretical value
nearly corresponded to the experimental data. Therefore if the natural frequency in the static condition is
predicted, that in the operational condition can be estimated. The mode separation of the tire is affected by
the Coriolis force due to the rotation in the rotating system of the coordinates. However, the Doppler
Effect is dominant in the mode separation on the fixed system of the coordinates.
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Fig.7 Natural frequency for rolling tire (15 km/h)

4.3 First natural frequency

Using Equation (15) and (19), the following first natural frequency f1 on the static and operational
conditions applied:

1 (K r + K θ )
f1 = ± (20)
2π 2 ρA
Equation (20) shows that first natural frequency of the tires isn’t only affected by the rotation effect. If
these characteristics are true, they give the spindle force influence. Measurement of the spindle forces
when the tire was rolling over a cylinder-shape cylindrical cleat with a 10-mm diameter that was mounted
at 1.5mm. Figure 8 shows the set-up used to measure the spindle forces and the contact points between the
cylindrical cleat and the tread rib. The tire was mounted on the single drum test machine and loaded to 4.2
kN at the tire axis. The rolling velocities were 30 and 50 km/h. Figure 9 shows the power spectrum density
(PSD) of the spindle forces due to the cylindrical cleat. These results show that the relation between the
first resonance of the longitudinal and vertical spindle forces is independent. However, the relation
between the more than second resonances of longitudinal and vertical spindle forces is dependent. The
excited direction of the spindle forces changes for more than the second modes that are traveling-modes.
Therefore, these phenomena of spindle forces occur.

Fig.8 Test setup

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30 km/h 50 km/h
Fig.9 Power spectrum density of spindle forces
due to cylindrical cleat

5 Conclusion

The following conclusions were drawn from this study.

1. Identical traveling mode shapes occurred at different excitation frequencies.
2. The vibration characteristics of tires are affected by the Coriolis and centrifugal forces due to rotation.
3. The natural frequency in the operational condition is estimated using that in the static condition
4. The first circumferential mode is a standing mode and more than second circumferential modes are
traveling modes on the fixed system coordinates. These spindle force phenomena occur.
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Acknowledgement

This study was supported by the High technological research project of Doshisha University and Ministry
of Education, Culture, Sports, Science and Technology, Japan.

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