The Tire Composite
The Tire Composite
The Tire Composite
SUMMARY
After fifty years ofuse, tires have evolved into a transportation product of unsurpassed
universality. Tires are basically a composite structure of a reinforced elastomer. The
unique properties of textiles have made them the preferred reinforcing component.
The engineering of textiles for this complex composite will be discussed. Special
emphasis will be given to recent innovations including (a) wide range of new materials,
(b) advanced tire concepts, (c) better understanding of dynamic interaction of struc-
ture configuration, and (d) expanded capability of computers.
INTRODUCTION
A tire is a textile/rubber composite (Fig. 1). The tire composite is in the form of a
network of textile cord structures arranged in a parallel configuration and imbedded
in a rubber matrix. Rubber, as used here, is defined as an elastomer compounded
with various fillers and chemical ingredients.
The stress-strain characteristics of textiles and rubber are more dissimilar
than most composite components (Fig. 2). The textile component is high in strength
with relatively low elongation; the rubber matrix is relatively low in strength with
high elongation. The ratio of ultimate textile stress to ultimate rubber (matrix)
stress is approximately 50. This ratio is high in comparison with dispersion-
strengthened or particle-strengthened composites and is even higher than most
fiber-strengthened composites.
* Based on a paper presented at the National Meeting of the American Institute of Chemical
Engineers, 19 March, 1969, New Orleans, Louisiana.
Fibre Science and Technology--O Elsevier Publishing Company Ltd, England--Printed in Great Britain
42 V. M. KERSKER, F. J. KOVAC, M. F. DAGUE
The relationships existing between the materials in a tire composite are geometri-
cally illustrated in Fig. 3. It can be seen that we are examining in detail the insert
shown in Fig. 1.
TEXTILE
6~'u
STRESS == 5 0
~RUBBER
STRAIN
Fig. 2. Tire composite components.
THE TIRE COMPOSITE 43
hcj
* X
Fig. 3. Laminate model.
d = d i a m e t e r o f the textile c o m p o n e n t
E = elastic m o d u l u s
G = shear m o d u l u s
a = stress
h = thickness o f c o m p o s i t e structure
1 = length o f textile c o m p o n e n t
V = volume fiaction
--- c o r d angle
6 = n u m b e r o f textile cords p e r unit v o l u m e o f c o m p o s i t e
e = strain
o = elastic c o n s t a n t o f r u b b e r layer
% = shear b o n d stress.
Subscripts
c = composite
m = matrix
t = textile c o m p o n e n t
u = ultimate.
44 T. M. KERSKER+ F. J. KOVAC, M. F. DAGUE
Ultimate composite stress is a function of the ultimate stress of the textile times the
volume of the textile plus the stress of the matrix at the breaking elongation of the
textile times the volume of the matrix (eqn. 2).
O'cu = O'tuV t -t- (O'm)et (l -- Vt) (2)
From the preceding equations, it can be seen that the strength and modulus
properties of a composite are functions of (1) volume of textile (Vt), and (2) textile
properties. This assumes that:
(1) The reinforcing textile carries the major share of the structural load.
(2) The rubber contribution to strength and modulus of the composite is minor
and can be neglected. This can be shown theoretically and empirically. Mathe-
matically it can be shown that as the length of the textile increases (as in tires), the
composite strength and modulus becomes less dependent on the matrix. 2
DETERMINATION OF OPTIMAL V t
When the force per cord (F) results in a sufficient shear bond stress such that failure
occurs at the textile/rubber interface (rbu), further increases in the load-carrying
ability of the textile will not increase the composite strength. By solving eqn. (4)
for at (where zb~ is substituted for %) and determining a¢~ from eqn. (1) (when
THE TIRE COMPOSITE 45
a t = at, ), the relationship between the ultimate composite stress and the textile
volume fraction can be obtained. This relationship is shown as eqn. (5).
a~. = K 1 V , l / z (5)
where K 1 = ~/4--~%,
Equations (2) and (5) are illustrated graphically in Fig. 4. When Vt < Vt', the
ultimate composite stress is governed by the stress of the textile member and the
II0-
100-
CO-
70- .~..~" J
[
3ol--'Ja .... I
textile volume fraction. Vt' is determined by the intersection of eqns. (2) and (5).
When Vt > Vt', the ultimate composite stress is governed by the shear bond forces
and the failure of the composite is due to failure at the textile/rubber interface.
Vt' is considered the optimal textile volume. Further increases in the volume of the
46 T . M . KERSKER, F..1. KOVAC, M. F. DAGUE
textile component will not result in increased composite strength. Raising the
ultimate composite strength (trcu) above the optimal strength (a'¢,) can only be
accomplished if the curve representing eqn. (5) can be shifted upward by a larger
value for K~ (Fig. 5). K~ can be increased by (1) increasing the ultimate shear bond
strength (Tbu) by improving the adhesion between the textile and the rubber, or
(2) increasing the surface area of the textile for a given volume fraction by using a
larger number of smaller cords per unit volume.
~0
~~ I10!I00
80 90
_
ao i !
V' V,' V'
0 I0 ~ ;*h, :'h,) "t,3)
(.1 I !
0 I I I : I I' i lJ I I
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0
TEXTILE VOLUME FRACTION, Vt
Fig. 5 U l t i m a t e c o m p o s i t e strength.
An analysis of the anisotropic nature of the tire composite can be made by starting
with the laminate model (Fig. 3). It has been shown that the elastic and shear
moduli of this model are given by eqns. (6), (7) and (8). E is the elastic modulus in
the x and y directions; G is the shear modulus.
THE TIRE COMPOSITE 47
G - hG EG 2mh¢
h '2(1 + o~) + -----if- E¢ sin 2 0t cos 2 ~t (8)
The tensile modulus of the model is related to the dimensions of the layers, the
modulus of the laminates, and the textile orientation or cord angle. The modulus
of the textile/rubber composite layers is related to the textile and rubber moduli and
the textile volume fraction by eqn. (3).
The assumptions inherent in this analysis are:
(1) layer model
(2) independent layers; i.e., no mutual deformation
(3) transverse isotropy; i.e. same deformation on all edges
(4) textile stresses are identical to the principal stresses in the textile layer
(5) the relationship between composite stresses and strains are described by
Hooke's law.
In reality a tire behaves in a more complex manner. Thus, the extension of these
models to a final description of the behavior of a tire is limited. However, such an
analysis is valuable in determining directional relationships among the many
variables and has lead to various empirical relationships used in the engineering
of textiles for tires.
BIAS RADIAL
i
Fig. 6. Basic tire constructions.
.BIAS/BELTED
~",~ ,s.~I ~
Fig. 7. Tire operation: flexible membrane (bias): R l : inflated radius, R2 = loaded radius.
Textiles for tire belt applications require a different balance of properties than
textiles for carcass use. Desired properties are:
Thus each basic tire type requires specific textile physical properties. In addition,
each tire type will optimize to different composite configurations.
A detailed discussion has already been given on the importance of Vt in the tire
composite. In general, the following Vt factors are used in tires:
Bias Radial Bias~Belted
TEXTILE ENGINEERING
In designing a fabric for a specific tire application, many factors must be con-
sidered.4 One of the primary considerations is the type of tire: passenger, tractor,
truck, off-road, or aircraft. Another, but equally important consideration, is the
performance level required. Six widely different tires are described in Table 1.
TABLE 1
TIRE CONSTRUCTIONS
The following example illustrates the engineering of a textile for a passenger tire.
The first choice is one of fiber material. The basic fibers will be evaluated for per-
formance/cost considerations based on a Tire Fabric Efficiency (TFE). TFE is a
mathematical expression developed to measure the relative economical potential
of fibers.
T×S
Tire Fabric Efficiency (TFE) = (9)
G × C × ~(r +g)
where
T = tenacity in gpd of a cord which has been constructed to give satisfactory
fatigue performance
S = shrinkage of the cord expressed as final length over original length
G = growth of the cord expressed as final length over original length
C = cost of fabric in dollars/pound
r = rivet (distance between cords) in inches
g = cord size (gauge) in inches.
CORD SPACING
(EPI) Iv
Thus, the twist must be optimized. 7 The standard equation for determining
twist is :
Twist Multiplier
Twist = (10)
x/Denier
v(
HIGH LOW
Assume it is desired to calculate twist for an experimental cord using the same
helix angle (twist multiplier) as used with a standard cord. Then the equation is
rewritten:
Twist s x / ~ s
Twistx = x/Denierx (11)
TABLE 2
REDUCED PLY EARTHMOVERTIRE
33"5-33 32 PR
The integrity of the textile/rubber composite is its ability to maintain its structural
identity. Breakdown of the composite structural identity may be the result of
rupture of the textile component, rupture of the rubber matrix, or failure of the
textile/rubber adhesive bond. Although the rubber matrix is assumed to be non-
load bearing it is an important factor in composite integrity. Thus, the integrity of
the composite is a function of the integrity of the textile, the matrix, and the
textile/matrix bonds as expressed in eqn. (12).
TCI = f(textile integrity), f(matrix integrity),
f(textile/matrix bond integrity). (12)
The integrity of the textile is its ability to carry the load and resist fatigue degra-
dation. The textile integrity, then, is a function of the cord strength, the cord modulus,
the cord size, the cord volume fraction, the cord spacing, the number of plies, the
cord angle, and the cord durability. The integrity of the rubber matrix is a function
of the rubber properties including the tear strength and flex life. The integrity of the
textile/matrix bond depends upon the intrinsic adhesion (including the shear bond
strength and its resistance to thermal effects), the shear modulus of the rubber, and
the interply stresses. This is shown as eqn. (13).
TCI = f(cord strength), f(cord modulus), f(cord size), f(cord volume fraction),
f(cord spacing), f(number of plies), f(cord angle),
f(cord durability), f(matrix tear strength),
f(matrix flex life), f(intrinsic adhesion),
f(matrix shear modulus), f(interply stresses). (13)
A detailed mathematical treatment of eqn. (13) is not within the current state of
the art. Each of the functions shown is complex and interdependent. For further
treatment it is necessary to relate to tire geometry (Fig. 13). 8.9
56 T . M . KERSKER, F. J. KOVAC, M. F. DAGUE
The relationship describing cord angle with respect to location within the tire is
given as eqn. (14).
fPo ( p 2 __ pm 2) sin
v = -- dp (14)
P x/(po2 -- pm2) 2 sin2 ~o -- (p2 _ pm2)2 sin 2
PATH
NEUTRAL
PO
;~.-7 v
/
l
L....... •
PB
I
Fig. 13. Tire geometry.
REFERENCES