Deformations of the pneumatic tyre

A mathematical model is developed for the general pneumatic tyre. The model will permit the investigations of tyre deformations produced by arbitrary external loading, and will enable estimates to be made of the distributions of applied and reactive forces. The principle of Finite Elements is used to idealise the composite tyre structure, each element consisting of a triangle of double curvature with varying thickness. Large deflections of' the structure are accomodated by the use of an iterative sequence of small incremental steps, each of' which obeys the laws of linear mechanics. The theoretical results are found to compare favourably with the experimental test data obtained from two different types of ttye construction. However, limitations in the discretisation process has prohibited accurate assessments to be made of stress distributions in the regions of high stress gradients ..

Noise generated at the tyre/road interface

The work described in this thesis is directed towards the reduction of tyre/road interface noise and embodies a study of the factors involved in its generation. These factors comprise: (a) materials and construction of tyres and road surfaces (b) the spectral distribution of the noise. The importance of this work has become greater with reduction in engine noise. A review of the literature shows what has been achieved so far, and stresses the importance of maintaining other desirable tyre properties such as adhesion in wet conditions. The work has involved an analysis of mechanical factors in tyre construction and the behaviour of road surfaces. Measurements on noise have been carried out under practical conditions and also on replica surfaces in the laboratory, and in addition tests of wet road adhesion have been carried out with a variety of road surfaces. Consideration has been given to the psychological effects of the spectral distribution of noise. A major part of the work under-taken has been the development of a computer program, the results of which have made it possible to design a tyre tread block pattern to give an optimum spectral distribution. Sample tyres built to this design have been subjected to noise measurements and these have been shown to agree closely with the theoretical prediction and other properties of this tyre have proved to be satisfactory.

Fuels from tyres by pyrolysis in molten salts

The current annual arisings of used car/van tyres in the U.K. has been found to be around 25m (188,000 tonnes). After the established reuse industries have taken their requirements this leaves 13.5m (102,000 tonnes) waste tyres; a quantity that can no longer be satisfactorily tipped. Laboratory scale experiments have shown that tyre can be pyrolised, using a molten carbonate system as the reaction medium, at rates corresponding to 14.9-42.7 g tyre/min. per litre of melt over the range 475 and 650°C. The product yields by weight of tyre input between the same temperatures are: hydrocarbon oil 23-36 wt. %, hydrocarbon gas 7- 18 wt. %, carbonaceous char 35-40 wt. %, steel 16.7 wt. % and inorganics 5.4 wt. %. The oil and gas evolve from the reactor and can easily be collected by conventional means. The steel and inorganics remain in the reactor although on the commercial scale it is proposed that they would be removed by physical and chemical methods respectively. The char was found to pose considerable handling problems and so a method was devised by which it could be gasified in the reactor. This was best achieved by passing air at a less than stoichiometric rate which gave a gaseous product rich in carbon monoxide. In addition this action provides heat for the system as a whole. The rates at 675-9000C were in the range corresponding to 5.6- 14.89 char/min. per litre of melt. A process flow chart has been proposed for a continuous operation based on these systems. Data from theoretical and experimental studies has enabled economic evaluations of several commercial scales to be carried out. These have shown that 4,000 and 10,000 t/yr operations show a DCF rate of return around 30% while a 50,000 t/yr operation shows 60% which would be attractive to an experienced scrap operator.