March 12, 2023

In the Name of Allah the Compassionate, the merciful

FUNDAMENTALS OF VEHICLE TIRE MECHANICS

DYNAMICS PERFORMANCE ON WET SURFACES
& RIDE PROPERTIES
M. Naraghi
Mechanical Engineering Dept
Amirkabir University of Technology

TIRE PERFORMANCE ON WET SURFACES TIRE PERFORMANCE ON WET SURFACES

Depends on:
 Surface texture
 (open macrotexture, microharshness)
 Water depth
 Tread
 (tread pattern, depth, material)

 Operating mode of the tire

 (free-rolling, Braking, Accelerating, cornering)

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SURFACE TEXTURE TREAD

 To provide good skid resistance, To maintain effective
road surfaces must fulfill two contact between the tire
requirements: and the road, the tire
tread should have a
 An open macrotexture to suitable:
facilitate gross draining
 Tread pattern
 Microharshness to produce
sharp points that can  Tread depth
penetrate the remaining  Tread material
water film
Quartzite Natural Surface

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EFFECT OF TREAD DESIGN & SURFACE OBSERVATIONS

 Tread pattern can function satisfactorily on a wet
road only when the grooves and sipes constitute a
reservoir of sufficient capacity
 Tread effectiveness decreases with the wear
 The decline in value of 𝜇𝑝 with the decrease of tread
depth is more pronounced on smooth than on rough
roads
 Rough roads can provide better drainage.

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HYDROPLANING
 When a pneumatic tire is braked over a flooded surface,
the motion of the tire creates hydrodynamic pressure
(HP) in the fluid.
 HP acting on the tire builds up as the square of speed of
the tire
 At low speeds, the front part of the tire rides on a wedge
or a film of fluid.
HYDROPLANING
 This fluid film extends backward into the contact area
as the speed of the tire increases.
 At a particular speed, the hydrodynamic lift developed
under the tire equals the vertical load,
 The tire rides completely on the fluid, and all contact
with the ground is lost, referred to as "hydroplaning".

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𝑭𝒉 ∝ 𝝆𝒇 𝑨𝑽𝟐

𝑾Τ𝑨 ∝ 𝑷

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CORNERING CAPABILITY ON WET SURFACE CAR V.S. TRUCK ON SURFACES

 Hydroplaning
effect: Reduction in
the coefficient of
road adhesion

 Affects braking,
steering control,
and directional
stability.

1.65-2.65 times longer SD for Truck

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RIDE PROPERTIES OF TIRE STATIC LOAD-DEFLECTION-BIAS PLY

Best Riding Tires For Comfort

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STATIC LOAD-DEFLECTION-RADIAL PLY OBSERVATIONS

 lattice plot: the origin of each load-deflection
curve is displaced along the deflection axis by an
amount proportional to the inflation pressure
 Inflation pressure for constant deflection is also
shown
 At similar loads, more deflection for Radial tire

 load-deflection curves are useful in estimating

the static vertical stiffness of tires

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RIDE MODEL OF TIRE TIRE VERTICAL STIFFNESS

 Static stiffness
 Non-rolling dynamic stiffness
 Rolling dynamic stiffness

(a) Is the simplest model

Widely used to represent the fundamental mode of vibration

How to obtain the model parameters

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STATIC STIFFNESS NON-ROLLING DYNAMIC STIFFNESS

 The tire with a certain load is allowed to fall freely from a
height at which the tire is just in contact with the ground.

𝑚𝑥ሷ + 𝐶𝑒𝑞 𝑥ሶ + 𝐾𝑧 = 0 2𝜋𝜁

𝛿 = ln 𝑥1 ൗ𝑥2 =
𝐶𝑒𝑞 1 − 𝜁2
= 2𝜁𝜔𝑛
𝑚
𝐾𝑧
= 𝜔𝑛2
𝑚

4𝑚2 𝜔𝑑2 𝛿 2 /(𝛿 2 + 4𝜋 2

𝐶𝑒𝑞 =
1 − 𝛿 2 /(𝛿 2 + 4𝜋 2 )

𝑚𝜔𝑑2
21
𝐾𝑧 = 22
1 − 𝛿 2 /(𝛿 2 + 4𝜋 2 )

NRS STIFFNESS AND DAMPING COEFF. ROLLING DYNAMIC STIFFNESS (RDS)

RDS is usually determined by:
 Measuring the response of a rolling tire to a
known harmonic excitation.
 The response is normally measured at the hub, and
the excitation is given at the tread.
 Examining the ratio of output to input and the
phase angle.
 Determine the dynamic stiffness and the damping
coefficient

 An alternative method is to measure tire

resonant frequency when rolling on a drum or
23 belt. 24

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ROLLING DYNAMIC STIFFNESS (RDS) EFFECT OF INFLATION PRESSURE ON RDS

Effect of Velocity

Static load 18.25 kN (4092 lb),

Inflation pressure 138 kPa (20 psi)

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EFFECT OF SPEED ON DAMPING COEFF. FACTORS EFFECTING STIFFNESS

 Operation parameters
 Inflation pressure
 Speed
 Normal load
 Wear

 Design parameters
 Crown angle of the cords
 Tread
 Tread width
 Tread depth
 Number of plies
 Tire material

The damping of a pneumatic tire is mainly due to the

27 hysteresis of tire materials. 28

VIBRATIONAL CHARACTERISTICS OF TIRES SINUSOIDAL EXCITATION OF TIRE

Tests may be carried out on a
variable-speed rotating drum.
The profile of the drum may be
random, sinusoidal, square,
or triangular.

29 The wheel hub acceleration as a function of frequency, 30

using a vibration exciter- non rolling tire

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SINUSOIDAL EXCITATION OF TIRE TIRE NOISE

Causes

 Air pumping effect

 As the tire rolls, air is trapped and compressed in
the voids between the tread and the pavement.
 Noise is generated when the compressed air is
released at high speed

 Tread element vibrations

 When the elements leave the contact patch, they are
released from a highly stressed state.
 These induce vibrations of the tread, form a major
source of tire noise.

31  Pavement texture 32

SPEED AND SURFACE EFFECTS ON NOISE

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