International Journal of Mechanical Engineering and Technology (IJMET)

Volume 6, Issue 10, Oct 2015, pp. 232-242, Article ID: IJMET_06_10_023
Available online at
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ISSN Print: 0976-6340 and ISSN Online: 0976-6359
IAEME Publication

VARYING CONTACT AUTOMOTIVE

PNEUMATIC TIRE
Kavin Raja G, Karthik R and Mohammed Hashiq M
B.E Mechanical Engineering,
Sri Krishna College of Engineering and Technology, India
ABSTRACT
Tire is a major factor that determines the performance and the fuel
economy of a vehicle. The tire that is available in the market cannot offer both
fuel economy and vehicle performance. Using tires of high width increases the
torque that can be sent to the wheels and hence the performance of the vehicle
increases, but at the same time it results in increased fuel consumption
because the rolling resistance of the tire increases. On the contrary using tires
of low width decreases the torque transmitted to the wheels, but the fuel
consumption reduces. In order to achieve both performance and fuel economy
in a vehicle, a concept of tire that can vary its width continuously according to
the speed of the vehicle is proposed. This concept of varying contact tire uses
the principle of centrifugal force that is acting on the central part of the tire
during its rotation, due to which the width of the tire is varied. Thus it changes
shape based on the needs of the car. Initially the tire is designed in such a way
that middle portion of the tire would be elevated and only the outside of the
tire on both sides would be touching the ground. And when the speed of the
vehicle increases, the centrifugal force acting on the tire increases and it
would tend to push the tire outwards that is the entire tire would be contacting
the ground. Thus the contact patch of the tire is made to be continuously
variable i.e. the contact patch of the tire on the road surface will be lesser
when the vehicle is moving at a lower speed and it will increase when the
speed of the vehicle increases. This concept of tire achieves better fuel
economy at lower speeds and increased performance at higher speeds.
Key words: Automobile Tire, Fuel Efficiency, Hybrid Tire, Rolling
Resistance, Vehicle Dynamics, Vehicle Handling, Vehicle Safety.
Cite this Article: Kavin Raja G, Karthik R and Mohammed Hashiq M.
Varying Contact Automotive Pneumatic Tire, International Journal of
Mechanical Engineering and Technology, 6(10), 2015, pp. 232-242.
http://www.iaeme.com/currentissue.asp?JType=IJMET&VType=6&IType=10

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Varying Contact Automotive Pneumatic Tire

1. INTRODUCTION
1.1 Tire Basics
The tire and rim assembly is an air chamber, which when inflated to the proper
pressure supports the weight of the vehicle. It is important and perhaps surprising to
note that the air pressure supports 95% of the weight of the vehicle and the tire just
5%, making inflation a critical part of a tires ability to perform [4]. The primary
purpose of the tire is to transfer the drivers actions such as accelerating, steering and
braking to the road surface. The part of the tire that rolls on the road is known as the
contact patch. The friction between the road surface and the contact patch is all that
ensures the vehicle follows the drivers commands.
The tires also work with the suspension system, helping to absorb the shock of
road roughness and when properly maintained provide a smooth and safe ride.
Although it is normal for tires to wear out over time, you can take steps to prolong the
life of your tires. Proper tire inflation and maintenance is not only critical to the safe
operation of your vehicle, but will also

Improve fuel economy

Extend tire life

Provide better vehicle handling
Help to prevent avoidable breakdowns and collisions
Reduce exhaust emissions that contribute to environmental, human health and climate
change problems [1].

1.1.1 Basic Function of Tires

Vehicle to road interface

Supports vehicle load

Road surface friction
Absorbs road irregularities [1].

1.2 Rolling Resistance

Rolling resistance, simply put, is the force you must exert to roll a tire down the road.
Most of it comes from the energy lost when the tire is deformed under the truck as it
moves. As a tire rolls under a load, it deforms. The load presses down on the tire and
squashes it against the road. As the tire turns, the squashed part comes off the road
and returns to its original shape while another part of the tire gets squashed. The
sidewalls of the tire flex over and over again, close to 500 times per minute at
highway speeds. And, the tread goes from a circular to a flat shape and back to
circular again. Some of the energy that deforms the tire turns into heat. Tires and
treads heat up as a result of rolling under load, sometimes quite a lot. This heat is lost.
It does nothing to help move the truck down the road. It is the source of what called as
rolling resistance [2].

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Kavin Raja G, Karthik R and Mohammed Hashiq M

Figure 1 Cross Section view of the tire showing the footprint and the flexing walls [1]

1.3 REDUCING ROLLING RESISTANCE

Anything that reduces the deformation of the tire will reduce heat loss and therefore,
rolling resistance. A solid iron tire would deform less, and have lower rolling
resistance. But even solid steel railroad wheels deform somewhat and get quite
warm. Besides, iron tires on trucks wouldnt be very good for either our roads or the
cargoes we carry.
There are some practical things that can reduce deformation and heat. Inflation
pressure has an effect. Underinflated tires deform much more, get much hotter, and
cut fuel economy. So properly inflated tires save fuel by reducing rolling resistance
[2].

2. THE CONCEPT
2.1 Problem Identified
Tires affect vehicle fuel economy mainly through rolling resistance. As a tire rolls
under the vehicles weight, its shape changes repeatedly as it experiences recurring
cycles of deformation and recovery. In the process, mechanical energy otherwise
available to turn the wheels is converted into heat and dissipated from the tire. More
fuel must be expended to replace this lost energy. Combinations of differences in tire
dimensions, design, materials, and construction features will cause tires to differ in
rolling resistance as well as in many other attributes such as traction, handling, noise,
wear resistance, and appearance. Once they are placed in service, tires must be
properly maintained to perform as intended with respect to all attributes. The
maintenance of proper inflation pressure is especially important [3].

2.2 Proposed Solution

eMembrane is a smart hybrid tire that changes its internal structure and its profile to
suit ones driving mode, whether performance driving or regular city driving. For
instance, for high-speed driving, the tires tread center extends to generate maximum
ground friction through a wider ground contact area maximizing the grip for dynamic
cornering. For low-speed driving, the tread has a minimal road-contact area and
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Varying Contact Automotive Pneumatic Tire

encounters minimal ground friction. Fuel efficiency is thus enhanced through a

reduction of rolling resistance. In the tires inner layer, shape-memory alloy allows
the change in profile shape with electrical currents [6].
The treaded portion of the tire contributes for about 2/3rds of the rolling
resistance. The rolling resistance of the side walls are reduced by reducing the side
wall height (aspect ratio) of the tire so there will be lesser amount of deformation. The
contact patch of the tire is also made as continuously variable in the same way as the
eMembrane concept with simple method of actuation and can be used in pneumatic
tire unlike the former concept.
The above mentioned solution is achieved by means of using centrifugal principle
and by actuation methods using links.

2.3 Varying Contact Tire Prototype

2.3.1 Principle
Centrifugal force is the apparent force that draws a rotating body away from the
centre of rotation. It is caused by the inertia of the body.This force is used to vary the
contact patch of the tire. Due to centrifugal force, the weights attached to the sleeve in
the shaft continuously moves in and out of the wheel and varies the contact patch [7].
2.3.2 Materials Used
The following materials were used for construction of the prototype,
1.
2.
3.
4.
5.
6.
7.

Nylon Rims
Nylon Sleeve, Shaft and Links
Weights and Sheet metal
Rubber material
High speed motor and Bearings
Frame
Pulleys and Belt

2.3.3 Construction
The frame is fabricated according to the need and welded together. The sleeve is
machined from nylon material such that it supports two links which will slide over the
shaft. Two collars are machined and made to support the rims. The size of the links is
found out using Solid Works and is machined according to them. The weights are
attached inside the sheet metal which is rolled at a radius which is equal to the outer
radius of the rim. The links fit in the weights and they form a four bar mechanism on
two sides. The pulleys are machined to reduce the weight and to fit their respective
shafts. The belt is wound around the pulley and the motor is positioned such that there
is enough tension in the belt. The shaft supporting the sleeves, links and weights are
supported by means of bearings on is two ends of the frame.
2.3.4 Working
Initially the profile of the tire is made in such a way that it has contact only at its
edges. The central portion of the tire will be in a depressed state. Shoes of suitable
weight that are positioned through linkages cater the centrifugal action. When the
driven shaft attains the desired speed the shoes tend to push outwards by the action of
centrifugal force, thus increasing the contact patch of the tire. When the speed

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Kavin Raja G, Karthik R and Mohammed Hashiq M

decreases the shoes tends to attain its initial position. A compression spring is
incorporated to resist the falling of weights or shoes because of the gravitational force.

Figure 2 Picture showing the internal mechanism of the wheel

2.3.5 Solid Works Model

Figure 3 SolidWorks model of the proposed model

3. CALCULATIONS
3.1 Formulas Used [5]
3.1.1 Transmitted Torque
T = P x 60 / 2N

(1)

Where,
T = Transmitted Torque, N.mm
P = Intensity of Pressure, N/mm
N = Running speed of Pulley, rpm

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3.1.2 Mass of Shoe

Centrifugal force acting on each shoe
Pc= m2r

(2)

Where,
Pc =Centrifugal force acting on each shoe, N
m =Mass on each shoe, Kg
= Angular running speed, rad/sec
r = Distance of center of the shoe from the center of the spider, mm
Force exerted on each shoe by the spring
Ps = m.(1)2.r
= m(3/4)2
=9/16m2.r

(3)

Where,
Ps = Force exerted on each shoe by the spring, N
1 = Angular speed at which the engagement begins to take place, rad/sec
Net outward radial force = Pc-Ps
m2r- 9/16m2r
=7/16m2r
Frictional force acting on each shoe
F= (Pc- Ps)

(4)

Where,
F=Frictional force, N
= Co-efficient of Friction between shoe and rim
Pc =Centrifugal force acting on each shoe , N
Ps = Force exerted on each shoe by the spring, N
Frictional torque acting on each shoe
=FxR
= (Pc- Ps) R

(5)

Where,
R=Inside radius of pulley rim, m
= Co-efficient of Friction between shoe and rim
Pc =Centrifugal force acting on each shoe, N
Ps = Force exerted on each shoe by the spring, N
Total Frictional torque transmitted
T= (Pc- Ps)R x n
= n.F.R
Where,
R =Inside radius of pulley rim, mm
= Co-efficient of Friction between shoe and rim

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Kavin Raja G, Karthik R and Mohammed Hashiq M

Pc =Centrifugal force acting on each shoe , N

ps = Force exerted on each shoe by the spring, N
T = Transmitted torque, N/mm
n = number of shoes
F =Frictional force, N
3.1.3 Size of Shoe
= l/r or l= .r ( = 60)

Where
l = Contact length of shoe, mm
b = Width of shoe, mm
R = Contact radius of shoe, mm
= Angle subtended by shoe, rad
p = Intensity of pressure on shoe, N/
Area contact of shoe

(7)

A=lb

(8)

Where
2
A = Area of contact of shoe,
Force with which the shoe process against the rim
A . p = l .b .p

(9)

Where,
2
A = Area contact of shoe,
2
p = Pressure intensity of pressure, N/
l = Contact length of shoe, mm
b = Width of shoes, mm
Force with which shoe press against the rim at running speed
l .b .p = Pc Ps

(10)

Where,
2
A = Area contact of shoe,
2
p = Pressure intensity of pressure, N/
l = Contact length of shoe, mm
b = Width of shoes, mm
Pc = Centrifugal force acting on each shoe N
Ps = Force exerted on each shoe by spring N
3.1.4 Design of Spring
Torque T acting on the spring
T= PS * D/2
Where,
Ps = Force exerted on each shoe by spring N
D= Coil diameter in mm

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Varying Contact Automotive Pneumatic Tire

Maximum shear stress in the spring wire

max= Kw* (8PsD/d3 )

(12)

Where,
Kw= Wahls stress factor
D= Coil diameter in mm
Kw=

where C= spring index

Deflection in spring
=

(13)

Where,
= Deflection of the spring in mm
N= Number of active turns
G= polar moment of inertia in mm4
d= wire diameter in mm

3.2 Calculation
P=250W
N=500rpm
1. Torque

T = P x 60 / 2N
= 250 x 60/ 2 x 500
= 4.77 Nm

2. Centrifugal force acting on each shoe

Pc= m2r
= 2N/60=2 (200)/60
= 20.93rad/s
Pc= m x (20.93)2 x0.183
= 80.165m N
3. Force exerted on each shoe by the spring
Ps = m(1)2r
1=3/4 x =3/4 x 20.93= 15.7rad/s
Ps = m(15.7)2 x 0.183 = 45.07 mN
4. Total Frictional torque transmitted
T= (Pc- Ps)R x n
4.77= 0.5x (80.165-45.107)xmx(.203)x 2
Mass of the shoes m=0.670 kg

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5. Net outward radial force

= (Pc- Ps) x m= (80.165-45.107) x 0.670
= 23.524 N
ss
6. Size of the shoe
= l/r
l=xr
=160 x 0.183 x /180
= 0.51 m
7. Spring calculation
T= PS * D/2
= 30.20 x0.055/2 = 0.83 Nm
Spring index c=6
Kw=

=1.225

Wire diameter, d= 3mm

D=spring index(C) x d=18 mm
Maximum shear stress in the spring wire
max= Kw* (8FD/d3 )
300= 1.225 * (8 *F* 18/ (3)3
F= 197 N
K= F/ = 9.85 N/mm
Number of turns N
K= Gd4/8D3N
9.85 = 60000* 3^4 / 8 * 18^3* N
N= 10.17 Therefore N=10 turns

4. PROTOTYPE
The prototype and the design calculations are to explain the idea and for initial testing
purposes only. The actual model on the basis of which vehicular testing can be done
will have increased number of shoes for centrifugal actuation and the void portion of
the tire is filled with air as in normal conventional tires. Fig. 4 and 5 below depicts the
prototype model being tested for actuation in a test rig.

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Varying Contact Automotive Pneumatic Tire

Figure 4 Final Assembled Prototype

Figure 5 Picture showing the internal

construction of the wheel

Figure 6 Picture showing the tire in operation

(i) At lesser speed
(ii) At higher speeds
Figure 6 (i) & (ii) show the difference in contact area of the tire due to variation in
speed of rotation.

5. CONCLUSION
Tire being the most vital part of a vehicle serves not only to transmit the torque but
has a direct effect on almost every parameter which can be used to define a perfect
vehicle. It also has considerable effect on carbon footprint of any vehicle. Our project
thus also has indirect effect on eco conservation apart from increasing the vehicles
performance at variable speeds. Thus in high speed or during braking the structure
would behave like a regular tire, that is there will be maximum contact patch. In high
efficiency mode the mid portion of the tire would be depressed and only the extreme
portions of the tire on both sides would be touching the ground. Thus it alters its ratio
of contact with road according to the speed of the vehicle. The tire could thus
minimize its contact with the pavement surface during low-speed driving in order to
maximize fuel efficiency through a decrease in rolling resistance.

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