Plunger Energy Test. Data May authors, including: Jorge Kuster FATE SAICI

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1 See discussions, stats, and author profiles for this publication at: Plunger Energy Test Data May 2015 CITATIONS 0 READS authors, including: Jorge Kuster FATE SAICI 6 PUBLICATIONS 2 CITATIONS SEE PROFILE All content following this page was uploaded by Jorge Kuster on 27 May The user has requested enhancement of the downloaded file.

2 TIRE PLUNGER ENERGY TEST SIMULATION BASED ON FINITE ELEMENT ANALYSIS Jorge Kuster, Leandro Francisco Jaureguizahar & Tomás Arechaga R&D Team, FATE Tires - Argentina Tire Technology Expo February Cologne, Germany

3 Components of the Analyzed Radial Tire (LT245/70R16) Cap Ply 2 nd Belt 1 st Belt Inner Liner Tread 1 st Ply 2 nd Wedge 1 st Wedge Sidewall 2 nd Ply Apex Bead Heel Bead 2

Plunger Energy Test Based on a Federal Motor Vehicle Safety Standards (USA)

Establishes the energy required by an obstacle to penetrate the tire.

Tire failure. o Decrease in tire inflation pressure.

4 Plunger Energy Test Based on a Federal Motor Vehicle Safety Standards (USA) procedure. Establishes the energy required by an obstacle to penetrate the tire. The test is considered completed if something of the following happen: o Tire failure. o Decrease in tire inflation pressure. o Abrupt decrease in plunger applied force (measured by the load cell). RJS Model 70 Mark III o Contact between the tire inner and the rim (measured by the load cell too). 3

5 2D and 3D Mesh Generation through SMG technique The starter model was made using in-house software, which development started in the 80 s and still continues in the present. 4

6 2D and 3D Mesh Details / Boundary Conditions 2D Mesh SMG 3D Mesh U 3 Imposed Displacement DOF (complete model) Nodes with all the DOF Constrained Internal Pressure 5

7 Modeled Alternatives Model Steel Belts Style 1 Steel Cord A Style 2 Steel Cord A with larger distance between cords (10%) Style 3 Steel Cord B 6

8 Reinforcements Analysis REBAR Elements of ABAQUS 7

9 Tensile Loads in Reinforcements +α -α Cord Direction 8

10 Tensile Loads in Reinforcements Strong Linear Tendency Belts Style 3 Belts Styles 1 & 2 Plies Styles 1,2 & 3 9

11 Extrapolation Strong Linear Tendency BELTS STYLE 3 BREAKAGE Extrapolate? BELTS STYLES 1&2 BREAKAGE 2 nd plies fail first PLIES BREAKAGE Apparently not detected by the test machine 10

elements under the plunger Alternatives of

computationally inexpensive proposed model,

12 Evaluation of Computational High-Cost Alternatives Elevated distortion of the elements under the plunger Alternatives of higher computational cost: Local mesh refinement Automatic remeshing Adaptive meshing With the aim of validate the computationally inexpensive proposed model, another numerical models were evaluated on a Style 1 belts tire. *TIE (ABAQUS) + = 11

with a non-uniform distribution near the plunger contact zone.

13 Evaluation of Computational High-Cost Alternatives Local Mesh Refinement Two alternatives were evaluated, one with a uniform seed distribution and another one with a non-uniform distribution near the plunger contact zone. Uniform Distribution Non-uniform Distribution DOF (complete model) DOF (complete model)

14 Evaluation of Computational High-Cost Alternatives Proposed Mesh Uniform Mesh Non-uniform Mesh Analysis of Sensitivity and Performance with Respect to the Proposed Mesh 1 st Ply Breakage 2 nd Ply Breakage 1 st Belt Breakage 2 nd Belt Breakage Computing Time Uniform Mesh 1.1% -3.8% -6.3% -3.8% +60% Non-Uniform Mesh 1.6% -3.6% -6.0% -6.4% +80% 13

Initial Mesh 1 st Iteration 2 nd Iteration

15 Evaluation of Computational High-Cost Alternatives Automatic Remeshing In this case the automatic remeshing tool of ABAQUS was used. Initial Mesh 1 st Iteration 2 nd Iteration DOF (complete model) DOF (complete model) DOF (complete model) 14

Evaluation of Computational High-Cost Alternatives Proposed Mesh Automatic Remeshing Analysis of Sensitivity and Performance with Respect to the

16 Evaluation of Computational High-Cost Alternatives Proposed Mesh Automatic Remeshing Analysis of Sensitivity and Performance with Respect to the Proposed Mesh 1 st Ply Breakage 2 nd Ply Breakage 1 st Belt Breakage 2 nd Belt Breakage Computing Time Automatic Remeshing -8.3% -2.6% 2.0% 5.6% +560% 15

17 Finite Element Model Validation 2 nd Order Polynomial Error less than 10% 16

18 Finite Element Model Validation Experimental validation using accelerometry. 17

19 Finite Element Model Validation Polyester / Steel Cords Breakage Different levels of released energy Time (sec) Time (sec) Time (sec) Time (sec) 18

plunger stroke by FEA: 83,5 mm of plunger stroke BELTS

20 Test FEA Difference of 18,6% Introduction Finite Element Model Validation 2 nd Ply Breakage by Test: 68 mm of plunger stroke by FEA: 83,5 mm of plunger stroke BELTS STYLE 3 BREAKAGE BELTS STYLES 1&2 BREAKAGE PLIES BREAKAGE 19

21 Internal Inspection of Tested Tires Short Test 2 nd Ply Breakage (only) Tire Inspection RMS in function of plunger stroke Sampling: 5000 Samples/s; Gain: 316 mv/out; Band-pass Filter: Hz After first peak, the test was stopped Plunger Stroke [mm] 20

22 Internal Inspection of Tested Tires Steel Belts 2 nd Ply All steel cords in good condition Some polyester cords broken 21

23 Internal Inspection of Tested Tires 22

24 General 1/2 A computational low-cost FE model was defined to predict internal behavior of tire reinforcements during a plunger energy test. A new plunger energy test method was established to obtain information of internal reinforcements before tire breakage using an accelerometer placed on the tire shoulder. It was observed that the plunger energy established by the standard isn t the minimum that guarantee tire integrity after testing it. Before test completion (tire breakage) the 2 nd ply breaks, indicating that the tire can suffer an irreversible damage even satisfying the minimum plunger energy required by the standard. On the analyzed tire, energy at which the tire can be considered as out of service proved to be 65% of the obtained by the standard. 23

25 General 2/2 Computational high-cost models didn t show advantages respect to the proposed model, being the error / resolution time relationship very low. Modeling time should be added to resolution time, increasing time consumption. Through experimental validation was verified that the initial assumptions were adequate, reaching a good correlation between numerical and experimental results. 24

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A 3D Tire/Road Interaction Simulation by a Developed Model (ABAQUS code)

A 3D Tire/Road Interaction Simulation by a Developed Model (ABAQUS code) M. Zamzamzadeh 1,*, M. Negarestani 2 1 25 th Km Joupar Road, Kerman Tire & Rubber Co. R&D Dep., Kerman, Iran Tel:+98(341)2269760