TYRE DESIGN

Design Need Identification

• Customer Input
• Market Research
Design Goal finalization
• Benchmarking
• Inflated Tyre Dimensions
• Tread pattern
• Constructional Layout
• Design Calculations (including ancillary items like Tube mould,
Bladder mould, tyre building drum etc.)
• Special Product characteristics
Tyre mould drawing (+ engineering drawing for other items)
Product Manufacturing Specifications (including tyre engineering and
component detail calculations).
Design Verification
Design Validation
Commercial Release
RADIAL TYRE DESIGN PROCESS FLOW CHART

ITTAC
 Design Need Identification

A tyre design process starts when a request for a particular size and type
of tyre is received from marketing department (either for OEM customer
or Replacement market).

TYRE SIZE is always defined by Automobile Designers (e.g., Maruti

defines usage of 145/70R12 size for Maruti 800 cars).
For most of the conventional tyre sizes the basic design
information like O.D.; Section Width, Recommended rim width and
contour as well as load vs.. inflation pressure are tabulated in standards
like ITTAC (Indian Tyre Technical Advisory Committee); JATMA,
ETRTO, T&RA etc.
 Design Need Identification

For the sizes not already defined in above “Tyre Industry Standards”; a method
based upon empirical formulae is used to derive load-deflection tables for that
particular size (which later on standardized and added in relevant tables of “Tyre
Industry Standards”). 145/70R12

L=Load in kg.
k=6.67*10^(-5)…..(50 series 0.0000667
through 80 series)
P in Kpa 240
P^0.50 15.491933
Sd in mm (reduced tyre 116.4782
equivalent section width)
Aspect ratio in fraction 0.7
S 0.70 (Nom sec. width) in mm 145
Sd ^1.39 744.8694
Dr (Rim dia. in rounded mm.) 304
Dr (Rim dia. in inch) 12
(Dr+Sd) 421.27821
L=Load in kg. 324.25044 Kg.
325 Kg.
 The relationship between Load, Inflation Pressure and
geometry can be given as under, for a Bias Tyre:
L = k  A S  P1  (D R + S)
1.39 0.525

L= Load Carrying Capacity k= 1.1 for normal load tyre

k= Constant for vehicle operational condition 1.3 for OTR
S= Tyre Section Width on 62.5% rim 1.25 for mining tyre
1.7 for trailer tyre
P1 = Inflation Pressure 2.0 for static load
DR= Normal Rim Dia A= 0.425 for Truck and Bus
A= Constant for Road 0.465 for passenger
0.392 for agriculture Tyres
The relationship between Load, Inflation Pressure and geometry can be given
as under, for a Radial Passenger tyre sizes with A.R. more than 50
(S.I.UNITS)
L = kP  Sd  (Dr + Sd )
0.50 1.39

K=6.67*10^(-5) -- (from 50 through 80 series)

S1 is tyre section with or rim having design rim width,
w1 is design rim width.
 Problem: 9.00 -20 14 PR Truck tyre

9:00 20 14 PR Truck tyre having section with on rim having design rim
width =10.2// , design rim width = 7 //, inflation pressure =100 psi
Calculate the load carrying capacity of this tyre.
 Design Goal Finalisation continued ...

INFLATED TYRE DIMENSIONS continued ...

MOULD DESIGN

The main features:

1. Rim Design (for Bead Contour)
2. Sectional Height and Width
3. Tread Depth
4. Tread Curvature
5. Tread Arc Width
6. Pattern
7. Sidewall Curvature
 Rim Contour & Dimensions

Rim can be regarded as the basis of the tyre section and mould cavity design.

(i) The rim width as a fraction of section width is a prime parameter. The
performance in stability, cornering and wear improves with increase in the
fraction. The new basis is about 70 -65 % for passenger car tyres.

(ii) The actual rim diameter of tyre is kept with a +ve overlap with Nominal
Rim Diameter ensuring proper as well as ease of fitment.

(iii) The flange height and contour is highly influenced by the rim the tyre is
going to be fitted on.
 Sectional Height and Width

The single most parameter that influence them is the Aspect Ratio. Both an
increase and decrease in this value has its own merits and demerits.

Allowance in dimension is kept for (a) thermal and mechanical shrinkage and
(b) effect of inflation. The allowance themselves change with construction
material and aspect ratio. Typically with an aspect ratio between 1.02 - 1.05, a
mould width equal to 90-95% of the recommended figure, on the
recommended rim, produces the desired inflated width.

In cases where alternate rims are provided, experience and estimate says that a
40-50% of the difference in rim width to be adjusted for tyre width.
 Tread Depth Consideration (NSD)
Tread Depth of a tyre (NSD - Non Skid Depth) design is a careful
investigation of a number of considerations
(i) life or mileage expected (the more the life, deeper the NSD)
(ii) application (more traction from deeper groove)
(iii) heat generation at the thickest
(iv) traction and lug (tread element shuffle)
etc.

The tread depth is perhaps the most important parameter for rubber envelope
design as this is considered to be the base for all other thickness.

But, finally the application rules. An aircraft tyre even with a high IP has a
shallower depth and a race tyre with no pattern have roughly 1/15 inch.
 Tread Depth Consideration (NSD)
continued ...

Modern practice will be found to conform to expressions such as the

following:

(a) for passenger tyres (E.L.P)

Non-skid Depth = 0.20 + 0.001 P.W

(b) for giant tyres (L.P)

Non-skid Depth = 0.30 + 0.0003 P.W

where P = inflation pressure in lb. per sq. in.

W = nominal width in inch.

Naturally, a tyre rated to run with a low IP must keep a lowed NSD
 Tread Curvature Determination
The considerations for an appropriate tread curvature is a fine balance

(i) more the curvature radius, flatter the tread, thus more of footprint area leading
to better mileage and handling.

(ii) flatter tread also allows shoulder thickness to be kept on lower side thus
avoiding excess heat build-up.

(iii) where an absolutely flat tread may lead to tread-edge effect leading to
localized flexing and consequent rupture / failure

(iv) a modification is done to avoid the above is the introduction of double radius

(v) a fully circular shoulder is an advancement of the same logic leading (iv)
 Tread Curvature Determinationcontinued ...

The dimension(s) of the arc(s) are based:

Once the tread width (max.) is fixed, the central arc is drawn with the crossing
point of CL and nominal rim diameter. The presence of secondary arc is put at
1/4th. of tread width from shoulder side, with a 25% of main arc radius.

The resulting shoulder drop, according to various designers, should be kept as

the deflection caused by the 100% load at rated IP.
 Tread Arc Width Determination
The concept of flatter tread naturally leads to wider tread width.
However,
(i) flexibility of tread to deflect under loading (thus avoiding the tread edge
effect) and
(ii) lateral stability supported by the beads asks load to be centered in footprint
principally determines tread width.

A guidance says that the footprint width to be 90% of the tread width, it’s natural
to have a tread width roughly 75-80% of the tyre width in case of bias tyres.

It’s also recommended that the shoulder edges extends no further than the outer
most point of contact of the tyre with the rim.

But it’s imperative that the tread radius, tread depth and tread width be
considered simultaneously.
 Sidewall Curvature
The design of the sidewall is made in two portions separately

for the upper sidewall, an arc is drawn with centre on horizontal centre line,
making a tangent to the line from tread extremity midway between shoulder and
horizontal centre line.

For the lower sidewall, again an arc is drawn with a centre on horizontal centre
line, making a tangent to the upper sidewall arc and cuts the line of the curve
flange of the rim near it’s highest point. The two intersecting curves are filleted
by a curve with one quarter of radius as that of the lower sidewall radius.
 Design Goal Finalisation continued ...

TREAD PATTERN
(Groove and Pattern Geometry)
The decision about tread pattern is almost done concurrently with previous step
(i.e., deciding Geometrical Dimensions of the tyre).

Groove and pattern geometry is decided on the basis of

1. Service : Lug, Rib, Semi lug, Agricultural, Sand, Snow, Rain or Sports. Each
service forces it’s own requirement and constraint.
Speed, traction and wear are the three principle parameters governing the pattern,
groove angle together with NSD. Noise reduction is another important feature
while designing the pattern.
Tread cracking, carcass pounding, heel and toe wear, irregular wear etc. are other
important factors to be considered.
 Design Goal Finalisation
TREAD PATTERN
(Groove and Pattern Geometry)
2. Manufacturability : Consideration on ease of filling and mould release. Groove
angles are required to be no less than 10º.

Specific customer requests (particularly in OEMs’ case) are also very important
in tread pattern selection.

Some examples of typical tread patterns follow:

RIB PATTERN : The pattern along the circumference of the tyre
Good points : Lower rolling resistance. Good directional stability and
steering control thanks to lateral resistance. Suitable for sustained high
speeds thanks to low heat generation.
Bad points : Poor braking & acceleration grip on wet roads. Stress caused
by flex means tread is more susceptible to cracking.
Use : For paved road surfaces and the steering wheels of trucks or buses

LUG PATTERN : The groove pattern perpendicular to the circumference of the tyre
Good points : Excellent braking & driving power. Superior traction.
Bad points : Noisy at high speed. It's not suitable for high speed driving
because of high rolling resistance.
Uses : For dirt roads, rear wheels of buses, industrial vehicles and dump
trucks .
SEMI-LUG PATTERN : The combination of Rib-shape & Lug-shape
Features : The rib in the centre provides directional control whilst the shoulder
lug gives good braking & driving power.
Uses : Good for both paved and dirt roads. Usually used in both front & rear
wheels of trucks and buses.

BLOCK PATTERN : The pattern of independent block which the groove is connected with
each other
Good points : Good steering control and stability on snow covered and wet
roads. Good water dispersal properties on wet roads.
Bad points : Tyre wear is heavy as tread blocks are finer.
Uses : Suitable for winter or all-season passenger car tyres. Suitable for back-
wheel of Radial tyre of ordinary car .
ASYMMETRIC PATTERN : Tread pattern differs on either side
Good points : Good for high speed cornering thanks to greater contact area.
Reduces tread-wear on outside of tyre.
Bad points : You must position them the right way around.
Uses : High performance and motorsport tyres.

DIRECTIONAL PATTERN : Lateral grooves on both sides point the same direction.
Good points : Good driving force and braking performance. Good water dispersal
means good stability on wet roads. Correct choice for fast driving styles.
Features : mounted in direction of tread pattern.
Uses : the passenger car tyre for high speed usage.
 Design Goal Finalisation continued ...

CONSTRUCTIONAL LAYOUT
Once major tyre cavity dimensions are finalised, we generate cavity profile
drawing.

The next step is to finalise a tyre layout. With the help of competitive
information generated through benchmarking & team experience, designer next
defines construction details both in terms of geometry as well as material. It
involves decision like which reinforcement material, what angle / EPI, what
cured rubber gauges at various locations across the cross-section etc. Using
available material usage information of the company and with the help of
empirical formulae / thumb rule these constructional parameters are finalised.
Knowledge of concepts like “stress-free carcass” proves valuable here.
Cavity Profile
Layout
 Design Goal Finalisation
CONSTRUCTIONAL LAYOUT

Some important safety factors are first calculated:

1) Carcass Safety Factor
Carcass or casing is the backbone of the tyre. Tyre essentially has a
fabric-rubber composite and it’s strength entirely depends upon this composite
matrix of rubber and reinforcing material extended from bead to bead and turned
around them. Carcass safety factor in a away gives indication about bursting
strength of the tyre and helps to ensure reliability.

An example of carcass safety factor is given next:

 CARCASS SAFETY FACTOR - BIAS TYRE
TRA NSVERSE RA DIA L FORCE
Ft = P  (R k 2 - R o 2 ) / (2  R k )
P Inflated Pressure
Rk Distance of Inner Ply to axis of rotation
Ro Distance of Max. Section Width to axis of rotation

CORD TENSION A T CROW N

Tc = Ft / ( M  Sin 2 b )
Ft Transverse Radial Force (lb./inch)
ß Carcass Cured Crown Angle (Degree)
M Total number of cords in one linear inch of carcass

Cord Tension Ratio (Safety Factor) = Tu / Tc = 8 (minimum)

 CARCASS SAFETY FACTOR - RADIAL TYRE

CARCASS CORD TENSION

 '     1 
2

 P   4 D - D  Dr   D tan 90 - a
2 2 '
  - D tan 90 - a 
2 '

Tcc = 
 M   16 D  2Tr  2 
P Inflation Pressure (psi)
D Inflated Tyre Outer Diameter (inch)
Dr Nominal Rim Diameter (inch)
Tr Tread Radius (inch)
M' Cured EPI of Ply (No. of Ply x EPI)
a' Cured Ply Angle

Cord Tension Ratio (Safety Factor) = Tu / Tcc = 8 (minimum)

 BELT SAFETY FACTOR - RADIAL TYRE

BELT CORD TENSION

PD   4D 2 - D  D r 2 
Tbc =  1 -  
2  M  Cos a   16  Tr  D 
2

P Inflation Pressure (psi)

D Inflated Tyre Outer Diameter (inch)
Dr Nominal Rim Diameter (inch)
Tr Tread Radius (inch)
M Cured EPI for Belt (Approx. 83% of greeen EPI)
a Cured Belt Angle
Belt Tension Ratio (Safety Factor) = Tu / Tbc = 6 - 7 (minimum)
 Reinforcement Angle, EPI etc.

The design of the reinforcement is based on the assumption that the ratio of
bursting pressure to inflation pressure is equal to breaking (or yielding) strength
of reinforcement to it’s max. load in the tyre

From the safety factor calculations, it’s prominent that the maximum strength
transversely is, theoretically, when cured crown angle is 90 degree without
circumferential stretch. However, manufacturing considerations prevents its
adoption.
 Reinforcement Angle, EPI etc.continued ...

The factors influencing the choice:

Stability and cushioning - A high  means that the cords are short in transverse
direction, there is little resistance to sideways forces and stability is poor. The
distortion is also high under load and impact. Naturally, low  gives a better
handling.

Flexing, Tread Wear etc. - With the similar argument, the lower the , the more
resistant is the tyre against tread shuffle and flexing and thereby lesser tendency
of tread wear.
 Reinforcement Angle, EPI etc.continued ...
High crown angle is advantageous for
(a) carcass strength
(b) cushioning and normal deflection under load
(c) flex resistance in the tread compound

Low crown angle is advantageous for

(a) lateral stability
(b) low rate of wear
(c) low heat generation
Lateral stability is of greater importance in racing than cushioning or flex
cracking.
For a bias tyre, cord angle of 37-40 at the crown is natural and racing tyres have
a 35 degree crown.
 BEAD SAFETY FACTOR

BEAD WIRE TENSION

Tb ={P×W (3Dr+D)}/16N

P Inflation Pressure (psi)

W Nominal Rim Width (inch)
Dr Nominal Rim Diameter (inch)
D Inflated Tyre Outer Diameter (inch)
N Number of wires in bead

Bead Tension Ratio (Safety Factor) = Wk / Tbc = 5 (minimum)

After the broad principles of tyre design is settled, the layout is prepared whose
outer contour follows the mould cavity, indicating the tyre as in curing.

The expected inflated profile at the beginning of the design cycle is suitably
converted into mould dimensions at the mould design step.
The NSD as stated earlier, together with the mould dimensions are the staring
point.

The “Undertread” or sub-tread or tread base can be, of course with deviation
from pattern to pattern, kept 40-50% of the NSD.

The “Breaker” width, when needed, can be kept as approximately 80-100 % of

the tread arc for the top and 100-120% for the lower.

The “Cushion” must cover all the “Breakers”.

The gauges or thickness of the breakers, depending upon the application and lift,
can vary between the cord gauge to thrice that of it.

The gauge or thickness of the plies are determined on the basis of

[(1/EPI)*0.7]+[uncoated cord dia] as min.

In both the cases the current manufacturing practice influences the ultimate
values. However a gauge between 0.8-1.1mm is common.

The thickness of the sidewall rubber at the horizontal centre line varies from
1/16" to 1/4". In a similar fashion the rubber gauge at rim line is also fixed.
Techniques like Natural Inflated Profile and Stress Free Carcass conceptualize
the carcass path.

The Bead region is laid out with the following considerations:

(a) The plies must cover the bead above flange
(b) If there is a second band present, it must also cover the bead apex
(c) All ply edges must be stepped or spaced out to avoid local flexing points.
(d) The ply endings must be covered from outside.

Gauges of the plies, flippers, chaffers etc. are calculated from

(a) gauges kept in the rest of the carcass
(b) manufacturability
(c) bead compression calculation
 Green Cord Angle Calculation

R Sin b
Cos  = (1 +  )
1+ E
Assuming,
The mean diameter of the carcass on building drum = X
The mean diameter of the carcass in tyre = D
The Lift is = D/X = R
The mean fabric stretch during shaping = E
 = Cured crown angle
b = Green crown angle

 = -0.015 to -0.030
Green Cord EPI Calculation

Sin 
m' = m 
R Sin b

m'= Cured EPI

m= Green EPI
b= Cured angle
= Green angle
R= Lift Ratio
 Green Ply Width Calculation
1 tan b
Wg =  Wc
R tan 
Where
 = cured angle
b = green angle
R = Lift Ratio
Wg = Green width
Wc = Cured Width

Green Ply Width =( Drum Set + Under Cut)*25.4 + Turn Up Height

(Cured Dimension)*2 + 2*Bead Width +2*Pull Back
Green Ply Gauge Calculation

tan 
Gg =  R 2  Gc
tan b

Where
 = cured angle
b = green angle
R = Lift Ratio
Gg = Green gauge
Gc = Cured gauge
 Building Drum Width (Drum Set)
Calculation
Cured Cord Length (for per unit development length)
1
Cosec =
R 2 Cos 2 b
1-
(1 + E) 2

Where,
Reference Distance from Nom.Rim Dia line = X
Dia of Station =DR + 2X (mm)
Lift Ratio R=(DR+2X)/Drum OD
2  Cosec
Green Cord Length =
(1 + E) 2  Cosec
Green Cord Width Over Flat Portion of Drum = Sin b  - Drum Contour
(1 + E)
(Where Drum Contour is fixed for a certain type)
 continued ...
Building Drum Width (Drum Set)
Calculation
Certain Thumb Rules are also available

DL  Sin b
Drum Set = - Drum Contour
  + b   b - 
(1 + E)  Sin  Cos 
 2   2 
 Bead Compression Calculation
EFFECTIVE LEDGE (ELW ) = Ledge W idth - (Toe Radius / 2)
PLY COMPACTNESS (PC) = 1+ (Drum OD - Station Dia) / Station Dia
Lateral Bead Compression= [(A-B)/A]*100
Total Green Gauge of Plies etc. (A)
Space available sidewise (B)

Radial Bead Compression= [(C-D)/C]*100

Under Bead Green Gauge. (C)
Cured Gap Under bead (D)
The BBF (Bead Building Former Dia), BPR (Bead Placing Ring Dia),
C.R. Dia (Curing Ring Heel Dia) etc. are calculated in the process.

Actually this is a process where a Radial Compression is set, manufacturing

parameters are set and Radial Compression is calculated back to check it’s value.
 BEAD COMPRESSION CALCULATION
(Please enter gauges, in mm., for one unit of component)
SIZE 10.00-20 IP/GA 1.2 TYRE MOULD DRG. NO.
DESIGN LUG OP/GA 1.09 BEAD RING DRG. #1
PR 16 FL. PLY/GA 0 LEDGE 46.99
BEAD T/S 8 8 FLIP/GA 1.19 BBF 1656
DRUM OD 654.1 CHF./GA 1.12 BPR 524
NOM. DIA 508 IL/GA 1.2 TOE RADIUS 6.35
Beads on
RS/GA DRUM DRG. NO.
one side 2
Construction Tie-in : NOTE - Use a solid line to indicate the bead bundle and Plies
: A dotted line for Flipper and a broken line for Chaffer
PLY COMPACTNESS (PC) = 1+ (Drum OD - Nominal Dia) / Nominal Dia 1.2875
EFFECTIVE LEDGE (ELW) = Ledge Width - (Toe Radius / 2) 43.815
LATERAL COMPRESSION (Please enter actual number of components on one side)

Items No of Items Green Gauge for Individual TOTAL

IL 1 No.×Ga 1.2 Extruded Bead Wire Gauge: 1.447
IP 6 No.×Ga×PC 18.54 Green Bead Bundle Width 23.152
OP 2 No.×Ga×PC 5.6135 GAP 20.663
FLIPPER 1 No.×Ga×Bead 4.76 32.3535
CHAFER 1 No.×Ga 2.24 LATERAL BEAD COMPRESSION
FL. PLY 0 No.×Ga 0 36.1336486
RIM STR No.×Ga 0
RADIAL COMPRESSION INPUTS

Items No of Items Green Gauge for Individual TOTAL

IL 0 No.×Ga 1.2 C.R. DIA 509.5748
IP 3 No.×Ga×PC 4.635 RAD COMP.(%) 10
OP 2 No.×Ga×PC 2.80675 TAPER ANGLE 0.75 0
FLIPPER 1 No.×Ga 1.19 9.75175 TAPER WIDTH 0 43.815
CHAFER 1 No.×Ga 1.12
FL. PLY 0 No.×Ga 0
RIM STR No.×Ga 0
TAPER ALLOWANCE
=E.L.W.×TAN(Taper Angle) 0.5735698
CURED GAUGES UNDER BEAD 8.776575
EFFECTIVE C.R. DIA 509.00123
BBF (DIA.) 526.55438
BPR (DIA.) 524
BBF PERIMETER CALCULATED 1655
 1 Ply Angle
R S in b
Cos  = (1 +  )
1+ E
 or a From layout 40 / 30
b or b To be decided
R Lift = Cured Station (Av.) / (Drum OD/2)
= 19.63/12.875
= 1.5246
E =0.04 (Considering 4% stretch.
Can also be verified from stress-strain data and cord tension)
1+E =1.04
Cos a =0.766044
Cos b =0.766044*1.04/1.5246
=0.5311241
b =58.5
~=59
Similarly for Breaker
b =57.3966 ~=57
 2 Drum Set
D.S. = {(Dev. Length * Sin b) / (1+E) * Sin (a+b)/2 * Cos (b-a)/2} - DC
Dev. Length =found from layout
=635 mm
DC =Drum Contour
= 6.25" for UD 575
a,b 40 and 59 respectively for ply
Sin b =0.8571673
Sin ((a+b)/2) =0.7604059
Cos ((b-a)/2) =0.9862856
Drum Set =544.30124/0.7799765 - DC
=697.84314 - DC
=27.4741 - 6.25 (in inch)
=21.2241
~=21.25
 3 Ply Widths
=(Drum Set + Under cut)*25.4 + (Turn Up Height*2) +
2*Bead Width + 2*Pull Back

Turnup height =115 for the 1st ply

=(21.25 + 6.25)*25.4 + 115*2 + 2*15 (kept for truck bias)

=998.5
~=999
~=1000 (Manufacturing constraint)

A step off of 25 mm as in layout is maintained and ply widths for all other plies are calculated

Breaker and squzee widths are calculated from layout width. Per unit cured width will produce
2  Cosec 
Sin b   where Cosec a will differ from
(1 + E) point to point according to following
1
Cosec =
R 2 Cos2 b
1-
(1 + E) 2
M
'
=
M

R
S
S
i
n
i
n
b

G
g
=
t
t
a
a
n
n
b


R
2

G
c
4 EPI
M' Cured EPI = From Layout = 22/17/15
M Green EPI
S in b
M' = M 
R S in 
M =1.5*22*0.64278 / 0.8571
= 24.7466
~=25

5 IL Width
= Cured Dev. Length + (1/2 * Bead Width)*2
=635+40
~=675 mm
~=680 mm (kept)
 6 Cured Gauge
tan 
Gg = R2 Gc
tan b
Gg = Green Gauge
Gc = Cured GAuge = From layout = 1.2mm for Ply 1
Gg = 1.2*1.5*1.5*0.83909/1.66427
=1.36
~=1.33 (kept)
Which could be distributed as 1.08 for ply and 0.25 for squeezee

7 Length
Inner Liner length =(Drum OD*pi)*0.94 (Considering a total of 6-7% pull in
turret and application)
=25.75 * 3.414*25.4*0.94
=1931.47
~=1925 (kept)
The length of first ply is kept same.
For every succeeding plies a step-off = pi*Ply Gauge is applied
For the current case it's about 7 mm.

All the squeezees are of the length of their corresponding plies.

 Tube Dimension Calculation

Radial Stretch = [{(Tyre Dev. Length + Rim Dev. Length - 2*Bead Width)/Perimeter}-1]*100
Allowable ( 10-35 %)
Circular Stretch ={( Tyre ID / Tube O.D.) - 1}*100
Allowable ( 0-10 %)
So, deciding the Stretches to be kept we can calculate back the Tube Perimeter and Tube O.D.
(when Tyre and Rim Dimensions are known).
Tube Inside Dia is calculated as Tube I.D.= Tyre Nominal Dia. + (0 - 50)mm.
...(varies for Pass. / L.T. / Truck)
A thumb rule says that as the Tyre Size increases the above value increases. It also depends on
the type of Rim being used (Well Base / Flat Base).

Overall Stretch =[{{(Tyre Dev. Length+Rim Dev. Length-(2*Cured Bead width))/Cured tube Perimeter}*(Tyre ID./Tube OD)}-1]*100
 Tube Weight Calculation
INPUT
TUBE OUTER DIAMETER
TUBE INNER DIAMETER
MAJOR AXIS
MINOR AXIS
DRAWING/MOULD HIGHER RADIUS (R2)
DRAWING/MOULD LOWER RADIUS (R1)
Mould Parting Angle (Acute angle with Vertical) (ß)
Cured Base Gauge = Green Base Gauge
AVERAGE GAUGE (Cured)
Density of Cured Rubber
Valve Weight
Clearance
Development Length of Tyre (Nom.)
Rim Development Length (Nom.)
Cured Bead Width
Tyre Inner Diameter
 Tube Weight Calculation
OUTPUT

Section Perimeter Considering Elliptical Section =

 Major Axis  2  Minor Axis  2   Major axis - Minor Axis 2 

 2      - 
 2   2    2  2  4 

Section Perimeter Considering Circular Section =

4*{(RI*(90-ß))+(R2*ß)}*2*PI/360

Green Tube Weight

[{(Bas e Gauge+Crown Gauge)/2}*GREEN PERIM ETER*Green Length*Sp. Gr.]+Valve W eight
 Tube Weight Calculation continued ...

OUTPUT
A details of the calculation of Section Perimeter Considering
Elliptical Section

For an ellipse represented by (x2/a2)+(y2/b2)=1

where a = length of major axis; b = length of minor axis
if e = eccentricity, then b2=a2(1-e2)


Length of a quadrant = 2
a   1 - e 2 Cos 2 d
Hence perimeter of the ellipse =
0

  1  2 e 2  1 .3  2 e 4  1 . 3 . 5  2  e 6  
2a 1 -   -  -    ... 
  2  1  2.4  3  2.4.6   5  
 Design Verification
• Pulley Wheel Tests
- High Speed Test
- Deflection Test
- Plunger Energy Test
• Check Tyre Analysis
Design Validation
• Outdoor Tests
- Accelerated Test
- Field Test
- Test at Institutions (Includes stiffness test, handling etc.)

Commercial Release
• Released in PDRM (Product Development Review Meeting)
• Quality Planning Sign Off (RQG is discussed / signed)
 RADIAL TYRE DESIGN PROCESS

• Before the tyre engineer begins the design process, he must assemble
a list of product goals, including customer performance expectations,
manufacturing requirements, internal company performance standards
and regulatory requirements.

• Targets or specifications for each of the tests are typically identified.

• Performance targets reflect sales and marketing needs or OE vehicle

manufacturers’ requirements.

• Certain standards (e.g., government) are mandatory.

• Manufacturing plants usually have processing procedures that may

restrict certain material and construction choices.
 TREAD PATTERN DESIGN

• Most of the tread pattern features used by design engineers. The

number of ribs and groove spacing affect the way water is eliminated
to avoid hydroplaning. See through, percent void, shoulder slot size
and orientation can all affect traction, handling and water exit paths.

• The number of pitches and pitch sequence as well as the placement of

tie-bars and sipes can affect traction, noise, wear, and the tendency to
wear non-uniformly.

• A noise treatment using different pitch lengths around the tyre

circumference to limit tone generation as the tyre rotates.

• Additionally, tread designs need to be acceptable aesthetically and to

match the customer’s perception of product performance.
TREAD PATTERN DESIGN
NOISE TREATMENT
 MOULD CONTOUR FEATURES

• Mold section width and outside diameter have an obvious

impact on the dimensions of the vulcanized tyre.

• But mold profile items like tread, center and shoulder radii
and skid depth can also significantly affect tyre
performance.

• Vastly different footprint shapes are possible and can

influence vehicle ride and handling, tyre wear and traction.
MOULD CONTOUR EFFECTS
 CONSTRUCTION SELECTION
• Body ply denier, cord style, EPD (Ends Per Decimeter) or EPI (Ends Per
Inch), and number of plies affect body strength and are chosen based
on manufacturing, engineering, and design criteria.
• Steel cord construction (style) and EPD both affect belt strength and
are chosen typically based on tyre size and application.
• Belt widths and belt crown angle also influence tyre performance.
• Different crown angles change the belt package stiffness, laterally and
longitudinally, which can affect cornering ability and ride. Belt widths
can also be varied.
• If a high speed rating is required, the addition of nylon cap strips at the
belt edges or full-width nylon cap plies may be added.
• The bead and sidewall areas can also contribute to subtle performance
enhancements.
• The bead filler volume and height, as well as the location of the end of
the turned-up body ply all impact sidewall stiffness.
CONSTRUCTION VARIABLES
 MATERIALS SELECTION

• Tread compounds are chosen to meet handling and traction

requirements for wet, dry and snow (if necessary), but must have
suitable wear potential and resistance to gravel chips and tearing.

• Subtread compounds and thickness are often determined by the rolling

resistance requirement imposed by the OE vehicle manufacturer.

• Bead filler compounds are chosen for controlling lower sidewall

stiffness, based on ride and handling expectations.

• Sidewall compounds are chosen to resist environmental effects

(weathering) and damage from impacts and abrasion, but they also
affect the rolling resistance.
 DESIGN/CONSTRUCTION PERFORMANCE BALANCE
• While specific performance parameters follow, many environments and
performance categories must be satisfied.

• Beginning with size, load capacity, speed rating, body and belt
materials, compounds, tread designs and construction variations, how
do we choose? Obviously, industry-wide guidelines exist (TRA, DOT,
ETRTO, etc.), and guidelines and standards have been developed by
individual tyre manufacturers as well. They serve as a starting point.

• In addition to experience, tyre engineers use computer models and

performance maps to help guide their selections and predict if
performance targets will be met.

• Using an iterative process of design, construction and material choices,

the engineer can reach a balance of compromises for each application.
 DESIGN/CONSTRUCTION PERFORMANCE BALANCE
• The impact of just one component change, wider belts, on selected
tyre performance parameters.

• In this so-called “spider diagram” a higher rating (outside the circle)

indicates improved performance.

• Handling and wet traction are improved but ride, rolling resistance and
weight have suffered.

• If the customer desires the handling improvements but is unwilling to

accept the loss in ride quality and higher rolling resistance, the tyre
engineer must look at other factors to balance the overall performance.
This dilemma is what drives new tyre technology in design, materials
and construction.
EFFECT OF INCREASED BELT WIDTH
RADIAL TYRE DESIGN PROCESS FLOW CHART

ITTAC
 Design Need Identification
OEMs mostly supply additional information which is very useful input for tyre
design. One such sample is demonstrated next.
TABLE-1 TIRE REQUIREMENTS

No. ITEM SPECIFICATIONS

1 TIRE SIZE (TIRE STANDARD) 155R13 LT 8PR (JATMA)
2 DIMENSION (SAFETY STANDARD) INDIA (JIS D 4230)
3 USING PURPOSE : SUMMER OR SUMMER
ALL SEASON ETC.
4 ROTATIONAL DIRECTION 2 WAY DIRECTION
5 SIDEWALL DESIGN NORMAL BLACK SIDE
6 APPLIED RIM (RIM STANDARD) 13×4.00B (JIS D 4218)
7 INNER TUBE WITH TUBE
8 MAXIMUM SECTION WIDTH 154.00 MAX.
9 MAXIMUM OVERALL DIAMETER 582.00 MAX.
10 STATIC UNBALANCE 0.012 kg.m MAX.
11 UNIFORMITY RFV 100N MAX.
LOADING MASS : 400 Kg LFV 90N MAX.
INFLATION PRESSURE : 300kPa CONICITY ± 60N MAX.
SEE JASO C 607 PLYSTEER POSITIVE (SAE)
RFV PEAK POINT MARK:
ø10 - ø15 RED OR DARK RED PAINT ON SERIAL SIDE.
 Design Need Identification

12 TARGET MASS 7.0 Kg. MAX.

13 TARGET PERFORMANCE (REF)
RELATIVE EVALUATION
BASE TIRE :
43110-76A10
(155R13C 85/83 N 6PR)
INFLATION PRESSURE
OF BASE TIRE : 200 kPa
INFLATION PRESSURE
OF TEST TIRE : 200kPa
14 DYNAMIC LOADING RADIUS (REF.) 279 mm
60 km/h (DRY AND FLAT ROAD)
ROLLING RESISTANCE (60 -12km/h) SAME
LOADING MASS : 350 kg
ABRASION RESISTANCE SAME
SUBJECTIVE EVALUATION
SAME < SUPERIOR REMARKS
RIDING COMFORT ¬ ®
NOISELESSNESS ¬ ®
HANDLING PERFORMANCE ¬ ®
STABILITY PERFORMANCE ¬ ®
BRAKING PERFORMANCE ¬ ®
WET PERFORMANCE ¬ ®
SNOW PERFORMANCE SUMMER TIRE
LOADING MASS : 220kg
INFLATION PRESSURE : 200 kPa
 continued ...
Design Need Identification

• Design engineer through his interaction with customer,

marketing department as well as collective information
decides the DESIGN GOALS. It is important to note here
that for tread pattern selection specifically apart from
technology guidelines some more factors have dominant
role, i.e. customer preference, aesthetic appearance and
service requirement.
 Design Goal Finalisation

After design need is identified, the next step is to

establish “Design Goal” in terms of Geometry
(tyre dimensions); Structure (Constructional
Layout, Materials etc.) & Tread Pattern. We also
require to take care of any special application
requirements (like Snow Traction) if stated
implicitly.
 Design Goal Finalisation continued ...

BENCHMARKING
This is first step towards design goal finalization. It consists of thorough examination of
available product (in the size and application of target product) in all possible ways like
Geometrical Dimension, Cross-Section analysis, Reverse Engineering w.r.t. material and
compound as well as performance evaluation through destructive testing (like Step Load
endurance testing on Pulley wheel for reliability estimation). Some specialized tests (like
Force and Moment Testing) can also be included in Benchmarking studies if need so felt.

Tyre Designer tries to include best products available in target market in his study. This
exercise greatly helps him in defining bogey as well as detailed Design Goals. Specialised
Tyre Benchmark reports available from various labs (like Smithers; USA) are also very
informative and helpful.
 COMPETITORS TYRE ANALYSIS DETAILS
TYRE Tyre Size/PR 10.00-20/16 10.00-20/16
DETAILS Make Company A Company B
Name Product A Product B
Mfg. CODE Serial No *** ***
Tyre Weight (Kgs) 55.1 57.0
WEIGHT
continued

Benchmaking Weight (Kgs) 55.3 56.2

Rim width X Rim Size (inch) 7.5'' X 20'' 7.5'' X 20''
I.P (psi) 115 115
INFLATED Section Width (mm) 278 280
DIMENSIONS Overall Diameter (mm) 1066 1072
Benchmarking

DETAILS Tread Arc Width (mm) 212 207

Tread Radius (inch) 15 16.3
NSD @ Center (mm) 22.1 21.1
CONSTN. Actual No of Plies 8P+2B 10+2B
Inner Ply 22 24
ENDS PER
Outer Ply 17 22
INCH
Breaker 12 12.5
Inner Ply (Deg.) 40 39.8
CURED
Outer Ply (Deg.) 40 39.8
ANGLE
Breaker (Deg.) 39 38
BREAKER
WIDTH 1st Breaker (mm) 325 330
 COMPETITORS TYRE ANALYSIS DETAILS..CONTD..
TYRE Tyre Size/PR 10.00-20/16 10.00-20/16
DETAILS Make Company A Company B
Name Product A Product B
1st Breaker (mm) 325 330
BREAKER
2nd Breaker (mm) 150 218
continued

WIDTH
1st Brk dir wrt Last Ply Parallel Opposite
Ply 1680/2 1260/2
TYPE OF
Breaker 840/2 840/2
FABRIC
Chaffer Sq.Wo.Nyl. Sq.Wo. Nyl.
Benchmarking

High T/Up Ht./step off (mm) 115/25 126/33/29/19

1st BEAD
% T/UP Height 41% 45%
High T/Up Ht./step off (mm) 140/25 126/37/23/29
2nd BEAD
% T/UP Height 50% 45%
Total Ga. @ Center (mm) 39.2 35.9
TOTAL
Total Ga. @ Shoulder (mm) 53.9 54.2
GAUGE
Total Ga. @ SW (mm) 14.5 16.0
Rubber Ga. @ Center (mm) 26.0 23.2
Rubber Ga. @ Shoulder (mm) 41.59 (base-23.5) 41.1(Base-10.7)
RUBBER
Rubber Ga. @ S/W (mm) 4.0 4.7
GAUGES
Under Tread Ga. (mm) 4.5 4.6
% Under Tread of NSD 20% 22%
 COMPETITORS TYRE ANALYSIS DETAILS
COMPETITOR'S TYRES ANALYSIS DETAILS
Tyre Size/PR 10.00-20/16 10.00-20/16
TYRE DETAILS Make Company A Company B
Name Product A Product B
Mfg. CODE Tyre Serial No *** ***
continued

TYRE DEV. LENGTH Toe-Toe Development (mm) 650 651

Carcass Ga.@ Center (mm) 13.2 12.7
CARCASS GAUGE
Carcass Ga.@ SW (mm) 10.5 11.3
Turns/Strand 8/7 7/7
Benchmarking

Bead Width (mm) 40.0 40

BEAD DETAILS
Filler height (mm) 40/36 56/44
Tie in 3UP+3UP+2DN 4UP+4UP+2DN
High (mm) 45 54/5
FLIPPER HEIGHT
Low (mm) 35 53/3
Outside (mm) 63.0 57.0
CHAFFER HEIGHT
Inside (mm) 23.0 22.0
Shore Hardness- SHORE A 61-68 (T2700)-Avg.:-:63 70
TREAD
Specific Gravity 1.121 1.108
Shore Hardness 52-62 (T577)-Avg : 58 66
SIDEWALL
Specific Gravity 1.109 1.118
 COMPETITORS TYRE ANALYSIS DETAILS..CONTD.
TYRE Tyre Size/PR 10.00-20/16 10.00-20/16
DETAILS Make Company A Company B
Name Product A Product B
Elongation @ 10 Lbs. - 9
CORD Elongation @ 20 Lbs. 12-15 13
continued

PROPERTIES Elongation @ Break 25-35 23

Tensile Strength(Kgs.) 27.2 (Avg.-26.9) 21
2&3 30 (Min) 36.57
3&4 30 (Min) 42.22
4&5 30 (Min) 70.27
Benchmarking

5&6 30 (Min) 36.84

ADHESION 6 & 7 45 (Min) 57.89
BETWEEN 7 & 8 45 (Min) 51.28
PLIES 8&9 NA 56.41
(Lbs./Inch) 9 & 10 NA 56.41
Last Ply & Breaker 1 60 (Min)-102(Avg. ) 71.79
Breaker 1 & Breaker 2 70 (Min)-99(avg. ) 140
Last Ply of Brk & Tread 90 (Min)-99(Avg.) 146.94
Last Ply & Side Wall 50 (Min)-63 (Avg.) 58.06
General No. of Lug/Rib 50 56
Land: Sea 65:35 70:30
 COMPETITORS TYRE ANALYSIS DETAILS
Tyre Size/PR 10.00-20/16 10.00-20/16
TYRE DETAILS Make Company A Company B
Name Product A Product B
Mfg. CODE Tyre Serial No *** ***
Tread Cap/Tread Base /Side wall CAP BASE S/W CAP BASE S/W
INTERNAL COMPOUND CODE A1 A2 A3 NOT KNOWN
continued

Polymer (%) 58.63 58.44 59.51 60.1 58.9 57.2

Carbon Black (%) 29.42 26.23 26.73 26.7 25.8 23.6
Ash (%) 2.64 2.63 3.57 4.2 5.5 8.3
Acid insoluble (%) 0.00 0.00 0.00 0.2 1.9 5.8
Acid soluble (%) 2.64 2.63 3.57 4 3.6 2.5
Volatile (%) 7.99 11.82 9.33 9 9.8 10.9
Benchmarking

CHEMICAL Polymer type NR NR NR:BR NR NR NR:BR

ANALYSIS AND Ratio 100 100 70:30 100 100 60:40
PHYSICAL Total Sulpher (%) 1.32 0.88 0.86
ANALYSIS OF Corrected sulpher (%) NA NA NA 1.33 1.5 1.1
TREAD & Mod 100% (Mpa) NA NA NA 3 3 2.5
SIDEWALL (NA= Mod 300% (Mpa) 9.65-13.79 7.24-13.79 5.45-10.27 14.3 14.9 12.2
Not Ten St. (Mpa) 21.7(Min) 19.3 (Min) 20(Min) 27.5 25.9 22.9
Applicable) EB (%) 450 (Min) 400(Min) 510(Min) 520 467 494
Hardness, IRHD/SHORE A 61-68 54-65 52-62 62 62 61
Abrasion loss (mm3 ) 124 NA NA 93 NA NA
Specific Gravity 1.121 1.101 1.109 1.1 1.11 1.09
Process Oil Type Ar. Oil Ar. Oil Ar. Oil Ar. Oil NA Ar. Oil
TMQ TMQ TMQ TMQ
Antioxidant Type TMQ +6PPD NA
+6PPD +6PPD +6PPD +6PPD
 COMPETITOR'S TYRES ANALYSIS DETAILS
Tyre Size/PR 10.00-20/16 10.00-20/16
TYRE DETAILS Make Company A Company B
Name Product A Product B
BE DETAILS BE DETAILS
PLUNGER ENERGY DOT Min. SPEC. (Kgf-cm) 26496 26496
SPEC. 26497 26497
26498 26498
Mfg. CODE TYRE SL . NO. *** ***
POINTS DEF LOAD BE DEF LOAD BE
1 (No Break) 15.5 4300 33325.0 15.0 4480 33600.0
continued

2 (No Break) 15.6 4290 33462.0 15.1 4470 33748.5

PLUNGER TEST 3 (No Break) 15.5 4300 33325.0 15.2 4480 34048.0
4 (No Break) 15.6 4310 33618.0 15.1 4460 33673.0
5 (Break) 19.7 5690 56046.5 20.1 5740 57687.0
AVG 16.38 4578 37955.3 16.1 4726 38551.3
BREAKING % of Internal Min. Spec. 211.5 217.7
ENERGY Rating 100.0 102.9
LOAD DEF. LOAD DEF.
Benchmarking

SEC. WIDTH UL LOAD % UL LOAD %

80% 278 287 3.24 280 288 2.86
100% 278 291 4.68 280 292 4.29
DEFLECTION TEST 140% 278 296 6.47 280 297 6.07
SECTION HEIGHT. UL LOAD % UL LOAD %
80% 283 262 7.42 282 263 6.74
100% 283 258 8.83 282 258 8.51
140% 283 251 11.31 282 251 10.99
TYRE SL . NO. *** ***
TOTAL MILES COVERED 3747 3245
PW TEST (STEP
TOTAL Hrs. RUN 124.9 108
LOAD)
HRS RUN @ FAILURE LOAD % 9.9 Hrs. @180% 1 hr. @170%
TYPE OF FAILURE Tread Separation Brk T o Out Ply Sep. at Shld.
Field Test No. *** ***
Rating 100.0 94.5
OVERALL COMPARATIVE
MILEAGE PERFOR- MILEAGE PERFORMANCE (Kms.) 46111 46111
MANCE @ 85 % Wear FOR Internal
OVERALL COMPARATIVE
MILEAGE PERFORMANCE (Kms.) 46111 43566
@ 85 % Wear
 Design Goal Finalisation continued ...

INFLATED TYRE DIMENSIONS

Inflated Dimensions ® Mould Dimensions

With the help of database (generated through

Benchmarking) & guidelines in “Tyre
Industry Standards” (like ITTAC, JATMA
etc.), the target inflated dimensions of tyre
are decided in the next step. Following major
dimensions are decided:
O.D. (Outside Diameter)
S.W. (Section Width)
T.A.W (Tread Arc Width)
T.R. (Tread Radius)
N.S.D. (Non-Skid Depth)
 Design Goal Finalisation

INFLATED TYRE DIMENSIONS

One sheet showing the process and results of inflated dimensions

(& thereby mould dimension) is also attached next.

Team experience, Company’s proprietary database and Statistical

techniques are employed mostly to derive mould dimensions from
inflated dimensions.
 DESIGN GOAL

PROJECT NO. : SIZE : 145/80R12

STARTING DATE : **/**/** PATTERN: Pattern X
PROJECT LEADER : *** TYPE : TUBETYPE/TUBELESS
REASON FOR DEVELOPMENT: *** CATEGORY : TRUCK/LT/PASS/FARM/OTHER
CONSTRUCTION : BIAS / RADIAL
OEM( SPECIFY) : ***

INTERNAL BENCHMARK CO MPETITO RS' BENCHMARK INTERNAL GO AL

SIZE/PR/PAT T ERN 145/70R12 Pattern Y 145/70R13 Competitor A 145/70R13 Competitor B INFLAT ED SIZING MOULD
S.NO. PARAMET ERS MOULD INF. FACT OR MOULD INF. FACT OR DIMENSION DAT A(M/I) DIMENSION
M/I M/I
1 O.D. 510.00 509.7 1.0005886 539 540.0 535.0 1.00058858 535.5
2 S.W 150.00 141.0 1.0638298 141.3 147.5 139.0 1.06382979 142.0
3 T AW 106.00 106.0 1.00000 106.3 106.5 109.0 1.00000 109.0
4 T .R 280 /150 240.0 - 229.9 215.9 240.0 - 280 / 150
5 N.S.D 6.5 / 6.8 6.5 / 6.9 - 7.3 7.0 6.7 / 7.1 1.00000 6.7 / 7.1
6 AR 0.68 0.73 - 0.74 0.71 0.83 - 0.81
7 RIM WIDT H 114.30 101.6 - 101.6 101.6 101.6 - 101.6
8 LAND:SEA 74:26 - - - - - - 74:26
9 T YRE WT . - 4.53 - - - - - -
10 CONST N. - 1+2+1 - - - 1+2+1 - -
11 COST * - - - - - - - -
12 ANY OT HER - - - - - - - -

DAT A FROM ST ANDARDS PRODUCT / PROCESS ASSUMPT IONS PRELIM. SPECIAL CHARACT ERIST ICS PRODUCT RELIABILIT Y ST UDY
S.NO. DESIGN GUIDE DESIGN RANGE NSD
O.D. S.W. O.D. S.W. HIWAY T RACT ION 1) RIM T O BE USED IS 4.0 J 1) T READ LENGT H 1) SHLDR. WEAR IN 145/70R12 PatternY
1 JAT MA 537 145 530 ~ 544 152 MAX - - 2) NO WEIGHT RESTRICTIONS 2) PLY WIDHT 2) ST ONE T RAPPING
2 ET RT O - - - - - - - FROM OEM 3) FABRIC GAGUE 3) FAILURE LEVELS ARE WIT HIN
3 IT T AC 537 145 530 ~ 544 152 MAX - - 4) INFLAT ED DIMENSIONS : OD , SW T ARGET S.
4 T &RA - - - - - - -
5 ANY OT HER - - - - - - -
REMARKS : RIM 4.0 J X 12 "
CUST OMER REQUIREMENT S GOAL SET
NOT AVAILABLE DIMENSIONS FIXED BASED ON :
OD AS PER DISCUSSION WIT H OEM & INT ERNAL
SW AS PER DISCUSSION WIT H OEM & INT ERNAL
T AW MORE T HAN 145/70R12 Pattern Y AS OEM IS MORE POWERFUL CAR.
TR IN LINE WIT H 145/70R12 Pattern Y
NSD MORE T HAN 145/70R12 Pattern Y T O HAVE MORE MILEAGE IN OEM
CHANGE REQUIRED IN: RIM FIT MENT RIM 4.0" (101.6 MM)
REVISION HIST ORY INIT IALS SIGN DAT E

ALL DIMENSIONS ARE IN MM UNLESS OT HERWISE NOT ED. REV NO DAT E REASON FOR CHANGE ORIGINAT OR APPD.