Ijmet 06 10 023
Ijmet 06 10 023
Ijmet 06 10 023
Volume 6, Issue 10, Oct 2015, pp. 232-242, Article ID: IJMET_06_10_023
Available online at
http://www.iaeme.com/IJMET/issues.asp?JType=IJMET&VType=6&IType=10
ISSN Print: 0976-6340 and ISSN Online: 0976-6359
IAEME Publication
http://www.iaeme.com/IJMET/index.asp
232
editor@iaeme.com
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
http://www.iaeme.com/IJMET/index.asp
233
editor@iaeme.com
Figure 1 Cross Section view of the tire showing the footprint and the flexing walls [1]
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].
234
editor@iaeme.com
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
http://www.iaeme.com/IJMET/index.asp
235
editor@iaeme.com
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.
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
http://www.iaeme.com/IJMET/index.asp
236
editor@iaeme.com
(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
http://www.iaeme.com/IJMET/index.asp
237
(6)
editor@iaeme.com
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
http://www.iaeme.com/IJMET/index.asp
238
(11)
editor@iaeme.com
(12)
Where,
Kw= Wahls stress factor
D= Coil diameter in mm
Kw=
(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
http://www.iaeme.com/IJMET/index.asp
239
editor@iaeme.com
=1.225
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.
http://www.iaeme.com/IJMET/index.asp
240
editor@iaeme.com
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.
http://www.iaeme.com/IJMET/index.asp
241
editor@iaeme.com
REFERENCES
[1]
[2]
[3]
[4]
[5]
[6]
[7]
[8]
[9]
[10]
http://www.iaeme.com/IJMET/index.asp
242
editor@iaeme.com