A seminar presentation on the topic of non pneumatic airless tires

1. PRESENTED TO :
Mohd. Jawed Iqbal
(Asst. prof. ME dept.)
Project and Seminar
Coordinator
GUIDED BY :
Mr. Lokendra Kumar
(Asst. prof. ME dept.)
PRESENTED BY :
MONISH RAZZA
(17EJIME043)
(7H-1)
SEMINAR PRESENTATION
ON

2. ABSTRACT
• A tyre is very important part of any vehicle.
• Tyre is a rubber member which provides cushioning effect as well as provides
clearance to vehicle.
• Such tyre is using numbers of year and they are developing. Some companies are
trying to develop tyre which are airless that means they are non pneumatic.
• Michelin and Bridgestone are the tyre which are firstly design, they are non
pneumatic.
• The development of air less tires, something that has become more prevalent in
the past few years.
• In this work a model of an air less tire is introduced with a replacement of natural
rubber materials.
• Using synthetic rubber in tread and polyester in place of nylon in carcass.

3. • The construction and material study of various types of air less tyre is done by
comparing with pneumatic tire.
• In place of air in a definite structure.
• The construction and material study of these tyres is done by comparing it with
pneumatic tyres.
• For the cushioning effect NPT depends upon spokes
• An airless tire is a solitary unit supplanting the pneumatic tire, in getting assembly.
• It replaces every one of the segments of a regular outspread tire and is comprised of
an unbending center point, associated with a shear band by methods for adaptable,
deformable polyurethane spokes and a tread band, all working as a solitary unit.
• The Tweel, a sort of airless tire, however, discovers its nonspecific application in
military and earth moving applicant particles because of its level confirmation
configuration can render the pneumatic tire out of dates.

4. INTRODUCTION
• The rubber member is mounted on wheel rim. In tube tyre, tube is present inside the
tyre while in tubeless tyre there is no tube.
• A tire is a ring shaped component that was mounted on a wheel's rim to transfer the
vehicle’s load from the axle.
• Tyre which is used in automobile, bicycle, motorcycle is pneumatically inflated
structures which provide a good rolling, cushioning effect.
• But these type of tyre have no. of issues whic
• Such tyre is using numbers of year and they are developing. Some companies are trying
to develop tyre which are airless that means they are non pneumatic.
• Michelin and Bridgestone are the tyre which are firstly design, they are non pneumatic.

6. • The Tweel construct was initial declared by Michelin back in 2005. Its structure may be
a solid inner hub mounted onto the vehicles shaft that's encircled by polyurethane
spokes.
• This forms a pattern of wedges that facilitate to soak up the impacts of the road.
• These spokes look almost like those found on bicycles and plays the shock-absorbing
role of the compressed gas as in an exceedingly ancient tyre.
• Pnuematic tyre market was stable due to the following four advantages over rigid
wheel:
(I) low energy loss on rough surfaces, (II) low vertical stiffness,
(III) low contact pressure, (IV) low mass.
• But as study says they do have four compensating disadvantages:
(I) the possibility of catastrophic damage – flat while driving,
(II) the required maintenance for proper internal air pressure,
(III) the complicated manufacturing process.

7. • Design of NPT is needed to match the pneumatic tyre performances,
which emphasised on mechanical behaviour and characteristics, such
as load carrying capacity, vertical stiffness, contact pressure, and
rolling resistance.
• In order to achieve those objectives, the in-depth study and
discussion regards testing and analysis on NPT performances is still
required.
• The commercial NPT Tweel developed by Michelin was tested using
vertical tyre testing machine and drum testing machine.
• The results were discussed and can be useful in development of NPT
tyre in the near future.

10. VEHICLE USING NON-PNEUMATIC TYRE
There are a number of vehicles using non-pneumatic tyres.
• AUTOMOTIVE VEHICLES
• HEAVY MOVERS
• WHEEL-CHAIRS
• NASA LUNAR ROVER
• MILITARY VEHICLES

11. DEFORMATION OF AIRLESS TYRES
• A solid inner hub mounts to the shaft and is encircled by polymer spokes
panoplied in a very pattern of wedges.
• A shear band is stretched across the spokes, forming the fringes of the tyre.
• On it sits the tread, the half that comes in touch with the surface of the road.
• The cushion shaped by the air cornered within a standard tyre is replaced by
• the strength of the spokes that receive the strain of the shear band.
• Placed on the shear band is that the tread, the half that produces contact
with the surface of the road. When the Tweel is running on the road,
• the spokes absorb road defects identical manner atmospheric pressure will
within the case of gas tyres.
• The versatile tread and shear bands deform briefly because the spokes bend,
then quickly return to the initial form. Totally different spoke tensions may
be used,PRN by the handling characteristics and lateral stiffness may vary.
• However, once created the Tweel’s spoke tensions and lateral stiffness can't
be adjusted.

12. Honeycomb
structure
Spokes
structure
Triangular
structure
Diamond
structure
Total deformation of the tyre
in this type of structure is
0.00079721
Total deformation of the tyre
in this type of structure is
4.6483e-7
Total deformation of the tyre
in this type of structure is
8.2519e-6
Total deformation of the tyre
in this type of structure is
0.016874

13. STATIC STRUCTURAL ANALYSIS
The overall vertical stiffness of the airless tyre is controlled by the
bending and extensional stiffness of the ring combined with the radial
stiffness of the spokes.
The alteration of the geometry of the structure or the composition of the
polyurethane composite used, offers a wide range of operation
applicable for various load.
Once an application has been identified for designing an airless tyre,
The first step in the design process is to define the technical targets
against which the design iterations can be measured.
The following list is typical of the technical characteristics that might be
specified for a new design: • Overall tyre Geometry (Diameter, Width)
• Hub Geometry (Diameter, Width)
• Mass
• Stiffness (Vertical, Lateral, and Longitudinal)
• Ground Contact Pressure (Average and Peak)
• Rolling Resistance
• Durability
• Maximum Speed
• Impact Resistance

14. At a minimum, the designer must define the following parameters:
• Ring Shear Layer Material modulus
• Ring Shear Layer Thickness
• Spoke Modulus
• Spoke Thickness
• Spoke Count
• Spoke Curvature
• Spoke Length
LOAD AND DEFLECTION IN NON PNUEMATIC TYRES
• While the pneumatic tyre acts as a hardening spring, the airless tyre acts as a softening spring.
• The greater is the deflection of the airless tyre at higher loads offering greater cushioning to the vehicle
• Reducing the rolling resistance by a considerable value when compared to the pneumatic tyre.
• Therefore it is more efficient at higher load applications.
• The diffrence between working of a pnuematic tyre and non pnuematic tyre can be understood
by the “LOAD & DEFLECTION” graph shown above.

15. LOAD AND ROLLING RESISTANCE IN NON PNUEMATIC TYRES
• The effect of increase in rolling resistance on the fuel consumed is analyzed.
• It can be assumed that the tyres are loaded 100% and the increase in the rolling
resistance is also 100% at same inflation pressure p1.
• Applying rolling losses it could be concluded that the 100% weight
• increase leads to 25-30 % increase in the fuel efficiency.
• It is shown that the increase in pressure by 50% to 1.5 p1 leads to decrease in
rolling resistance by 63%.
• The fuel consumption is decreased by 8-10%. Since this is the case of pneumatic
tyres.
• When tried to relate with non-pneumatic tyre stiffness factor and the contact
patch angle matters.
• Here the absence of air makes lot of changes.
• The polyurethane spokes are stronger and stiffer to maintain the tyre as a
pneumatic tyre with regular size.
• This could be achieved only by increasing the stiffness of the wheel and reducing
the contact thread angle.
• The stiffness factor is of no doubt that the spokes will take care.

16. ANALYSIS PROCEDURE USING PRO-E/ANSYS
• Importing the Model :
In this step the PRO/ E model is to be imported into ANSYS workbench as follows, In utility,
menu file option and selecting import external geometry and open file and click on generate.
To enter into simulation module click on project tab and click on new simulation
• Defining Material Properties :
To define material properties for the analysis, following steps are used. The main menu is
chosen the select model and click on corresponding bodies in the tree and then create new
material enter the values again select simulation tab and select material.
• Defining Element Type :
To define type of element for the analysis, these steps are to be followed, Chose the main
menu select type of contacts and then click on mesh-right click-insert method,
Method - Tetrahedrons Algorithm m - Patch Conforming Element Mid-side Nodes –Kept
(IMPORT MODEL)
(MESHING MODEL)

17. • Meshing the model :
To perform the meshing of the model these steps are to be followed, Chose the main
menu click on mesh- right click-insert sizing and then select geometry to enter
element size and click on edge behavior curvy proximity refinement
• Static Structural Analysis :
• Mode Analysis :
• Thermal Analysis :
(Equivalent stress)
(Total Deformation)
(Mode analysis)(Heat Convection)(Temperature)(Output Temperature)
(Total heat flux)

18. • The tyre mechanical characteristics can be observed by mean of experimental
tests in laboratory.
• In this article, the commercial NPT Tweel by Michelin was tested using vertical
tyre testing machine and drum testing machine.
• The vertical stiffness and footprint were obtained from tyre testing machine,
which the latter was obtained using the pressure measurement film.
• The vertical stiffness of tested NPT was compared with the estimated value of
traditional pneumatic tyre The rolling characteristic of NPT was observed from
drum testing machine. The rolling resistance at various load and rolling speeds
and was recorded.
• In addition, the high speed video camera was set up to capture NPT spoke
deformation during rolling, while the image processing technique used to collect
the coordinate of spoke position at time.
• The results were discussed and can be useful in development of NPT tyre in the
near future.

19. RESULTS AND DISCUSSION
• The force-displacement relationships obtain from vertical stiffness testing results at different loads is The
vertical stiffness of NPT could be calculated from using force-displacement relationship is equal to 869.93
N/mm.
• The expected vertical stiffness value of pneumatic tyre can be evaluated using simplified Rhyne’s
equation [1] as expressed by Eq. 1:
• where Kz is vertical stiffness, P is inflation pressure, W is tread or footprint width and OD is overall
diameter.
• The vertical stiffness of NPT is compared to vertical stiffness of pneumatic tyre, which is calculated using
Eq. 1 based on the same overall dimension under a range of inflation pressure as shown in Fig. 4 (b).
• From the results, it could be seen that NPT have higher vertical stiffness than conventional pneumatic
tyre. The rolling resistance coefficient at various testing speed and load is shown in Fig. 5 (a) and Fig. 5
(b), respectively.
• In addition, the deformation of spoke at various position from the hub centreis digitized by image
processing as shown in Fig. 6 (a) according to rolling angle positions as shown by schematic diagram in
Fig. 6 (b).

20. • It should be noted that the spoke deformation are found to be in tension and compression at the upper and lower
parts of the spoke structure, respectively.
• The testing results could explain the function of spokes to distribute the load along all portion of spoke.
• FIGURES
4(a)
4(b)
5(a)
5(b) 6(b)
6(a)

21. CONCLUSION
• This new technology will increase the safety of cars as well as have a positive impact
environmentally.
• As this tyre are made up of high quality polymer, the cost of such tyres is high which cannot be
affordable to people.
• Research into it can make it cheaper than pneumatic tyre.
• From the design analysis it was concluded that the Diamond tyre structure was found out to
be solid, and also bears more load comparative to the other structures.
• The material changes brought about in the carcass and also in the tread has also contributed to
the reduction the total deformation. Since polyurethane composite has the capacity of both
elasticity and stiffness at the same time, it becomes ideal to perform better than pneumatic
tyre in case of rolling resistance.
• From the structural analysis, it can be concluded that polyurethane offers a wide range of
operation applicable for various load applications. This is done by altering the geometry of the
structure or by altering the properties of the polyurethane composite used.

22. • The results from analysis can be replaced the air tire as an Air-less tire. The tire provides
good traction, cushion effect.
• The 4 side honey comb design satisfies the main functions of the tire.
• The air-less tire has two components that are an outer band and flexible inner band.
• From the above table, we are concluded that the material Nylon 4-6 is suitable.
• The force-displacement was obtained by a tyre testing machine. The vertical stiffness
was achieved at 869.93 N/mm. It can be concluded that NPT has higher vertical stiffness,
which is directly related to load carrying capacity, than conventional pneumatic tyre
based on the same size.
• The rolling resistance value and spoke deformation of rolling NPT on the drum testing
machine were collected, which the latter was recorded by a high speed camera.
• The spoke deformation are found to be in tension and compression at the upper and
lower parts of the spoke structure

23. REFRENCE PAPER STUDIED AND AUTHORS :
PAPER
NO.
AUTHORS Place of Research Year of
Research
RESEARCH PAPER
1
Pranav A. Rangdal, Kumar R. Chandak , Prof.
Ganesh M.Bagade
Department of Mechanical
Engineering, Siddhivinayak
Technical Campus School of
Polytechnic & Research
Technology (SPRT) Shegaon Road,
Khamgaon-444303, Maharashtra,
India
2018 NON PNEUMATIC TYRE
(IJESRT)
2
Nibin JacobMathew, Dillip Kumar Sahoo, E. Mithun
Chakravarthy
Dept. of automobile Engg.
Sathyabama University, Chennai
2017 DESIGN AND STATIC
ANALYSIS OF
AIRLESSTYRE TO
REDUCE DEFORMATION
3
C. Manibaalan, Balamurugan.S Keshore,
Dr.Joshi.C.Haran
Dept. of mechanical Engg. Amrita
University, Coimbatore
2013 STATIC ANALYSIS OF
AIRLESS TYRES

24. PAPER
NO.
AUTHORS Place of Research Year of
Research
RESEARCH PAPER
4
Dr. R. Ramachandra Department of Mechanical
Engineering
Sri Krishnadevaraya Engineering
College, Gooty, Andra Pradesh
2017 Design and Analysis of Air less
Tires
IJARIIT
(International journal of
advance research ideas and
innovation in technology)
5
R Rugsaj, C Suvanjumrat Department of Mechanical
Engineering, Faculty of
Engineering
Mahidol University, Salaya,
Nakhon Pathom, 73170, Thailand.
2020 Mechanical characteristics of
airless tyre by laboratory
testing.
(ICMARI)
The International Conference
on Materials Research and
Innovation
REFRENCE PAPER STUDIED AND AUTHORS :