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    Tire Design2

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    srijithbpillai7087

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    © All Rights Reserved
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    Tire Design2

    Uploaded by

    srijithbpillai7087
    16 views1 page

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    © © All Rights Reserved

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    16 views1 page

    Tire Design2

    Uploaded by

    srijithbpillai7087

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
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    ‘Tire performance is strongly influenced by cross section shape, which is eas- ily controlled in radial tires because of the orientation of the reinforcing cords. The body cords are radial; those in the laminated breaker belt are biased. A tire engineer has control over belt construction, hence over cross section shape. Radial tires do, however, have some problems that are associated to some de- gree with their unique structural features which promote resistance to high mile- age wear. Many of these problems relate to durability at critical locations (¢.g. interlaminar shear failure between the body ply and its turn-up ply, as well as failure in the rubber laver between the body and the belt). I. CROSS-SECTIONAL SHAPE OF INFLATED RADIAL TIRE A. CONTACT PRESSURE (BODY-TO-BELT) The cross section shape of an inflated tire should be considered in relation to that of the vulcanizing mold. The two shapes are not necessarily identical be- cause of chemical and mechanical actions which occur during the tire forma- tion process. Bias tires were conventionally designed to minimize geometric dif- ferences between the two shapes, so that residual stresses in the cured tires are small. The shape of the mold may, however, be made quite different from the de- sired tire shape as used, for example, to obtain a wide flat tread in some racing tires, producing a nonequilibrated design. This requires consideration of the bending stiffness of both the sidewall and the tread regions. Importantly, cord stresses in a conventionally designed unloaded tire come directly from inflation pressure; however, when the mold shape differs from the inflated shape, appreci- able cord forces may arise from contiguous tire sections that have been distorted from their cured shape by the inflation pressure. This situation, which leads to residual stresses in the tire, may be considered to develop from contact pressure introduced by the mold during curing. In the conventional tire, the cords are dis- torted from their configuration in the inflated tire only by the amount necessary to cause plastic flow in heated rubber. In the nonconventional case, the contact pressure, introduced by the mold, distorts the tire from its inflated shape, and the cured rubber is both stretched and distorted in other ways when the tire is inflated. Radial tires belong to the latter system, so that contact pressure from the mold wall becomes important. This pressure during tire formation is replaced by pressure between body and belt after curing. The latter pressure depends on both the mold shape and the belt stiffness in tension and bending. This is not totally related to differences between mold shape and inflated tire shape The contact pressure distribution between the body and belt of a radial tire is so complex that it has not yet been fully determined either experimentally or theoretically.

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