Editorial Type:
Article Category: Research Article
 | 
Online Publication Date: 23 Sept 2024

Predicting Residual Casing Life of a Tire following an Impact Event

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Page Range: 93 – 122
DOI: 10.2346/tire.23.22003
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ABSTRACT

By applying recognized engineering methods, including finite element analysis, the role of impact events on the service life of a tire was studied by varying three factors: speed of impact, treadwear, and angle of impact. The approach combines well-known finite element analysis methods to simulate a tire rolling over an obstacle with the calculation of damage at the tire belt edge imparted by the impact event by using recognized methods of rubber fatigue analysis. An efficient method is developed and used to demonstrate that across a range of impact conditions, some conditions can cause substantial internal damage, whereas other conditions can cause very little damage. The area of investigation is the tire belt edge; thus, although significant internal damage may have occurred, it might not be visually perceptible in the normal operation of a vehicle. In some cases, the nondetectable damage is shown to propagate to a point where the tire loses its structural integrity before reaching its normal operating life defined by treadwear. This study includes the role of mechanical, temperature, and rate effects.

Keywords: finite element analysis; impact event; internal damage; rubber fatigue; tire belt edge; tire service life
FIG. 1 —
FIG. 1 —

Crack growth rate vs T for a wide range of T values, from T 0 = 50 J/m2 to Tc = 10,000 J/m2 [16].

FIG. 2 —
FIG. 2 —

Crack growth rate vs T—nominal and high-rate effects.

FIG. 3 —
FIG. 3 —

Typical crack growth rate vs T data for a planar tension specimen. Power law fit and R-ratio dependence, Paris and Mars–Fatemi laws.

FIG. 4 —
FIG. 4 —

Top Tc vs strain rate data from model belt coat compound. Bottom: data taken from Hoofatt et al. [32].

FIG. 5 —
FIG. 5 —

Crack speed vs T for the 60 phr carbon black NR model compound.

FIG. 6 —
FIG. 6 —

Crack growth rate curves including R-ratio effects.

FIG. 7 —
FIG. 7 —

Life analysis display format showing normal tread life and carcass life.

FIG. 8 —
FIG. 8 —

Example with early removal due to impact and subsequent carcass damage C-I-E and normal removal with less impact damage C-F-G.

FIG. 9 —
FIG. 9 —

Example with immediate removal due to impact C-H.

FIG. 10 —
FIG. 10 —

Triangular obstacle analysis details.

FIG. 11 —
FIG. 11 —

Schematic diagram—2 degrees of freedom suspension model.

FIG. 12 —
FIG. 12 —

Tire impacting triangular object at 30° with suspension system spring and dashpot.

FIG. 13 —
FIG. 13 —

Effect of suspension system spring and dashpot-impact forces.

FIG. 14a —
FIG. 14a —

Effect of suspension system on the residual life prediction on selected DOE models.

FIG. 14b —
FIG. 14b —

Effect of suspension system on the residual life prediction on selected DOE models: Details A and B.

FIG. 15a —
FIG. 15a —

DOE results for life prediction.

FIG. 15b —
FIG. 15b —

DOE results for life prediction: Details C and D.

FIG. 16 —
FIG. 16 —

Deformed configurations for the extreme impact events.

FIG. 17 —
FIG. 17 —

Extreme impact events compared with nominal operation conditions.

FIG. 18a —
FIG. 18a —

Effect of angle of impact.

FIG. 18b —
FIG. 18b —

Effect of angle of impact: Details E.

FIG. 19a —
FIG. 19a —

Effect of impact speed.

FIG. 19b —
FIG. 19b —

Effect of impact speed: Details F.

FIG. 20a —
FIG. 20a —

Worn tire effect on life prediction.

FIG. 20b —
FIG. 20b —

Worn tire effect on life prediction: Details G, H, and I.

FIG. 21 —
FIG. 21 —

Local curvature differences experienced during impact deformation for worn tires.

Contributor Notes

1 Corresponding author. The Goodyear Tire & Rubber Company, Innovation Center, Akron, Ohio 44316, USA
2 Corresponding author. Email: gobi_gobinath@goodyear.com
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