NASA Technical Paper 1671

Robert K. Sleeper and Robert C. Dreher

JULY 1980

NASA
TP
1671
c.

,
,

TECH LIBRARY KAFB, NM

NASA Technical Paper 1671

Tire Stiffness and Damping Determined

From Static and Free-Vibration Tests

Robert K. Sleeper and Robert C. Dreher

Langley ResearchCenter
Hatnpton, Virginia

National Aeronautics
and Space Administration
Scientific and Technical
Information Office
1980

SUMMARY

Stiffness anddampingof
a nonrolling t i r e a r e determined experimentally
from b o t h s t a t i c force-displacement relations and the free-vibration behavior
of a cable-suspended platenpressedagainstthe
t i r e periphery.Lateral
and
fore-and-aftspringconstants
and damping factors of a 49 x 1 7 s i z e a i r c r a f t
tire for different tire pressures
and vertical loads are measuredassuming
I n addition, a technique is appliedfor
a rate-independent dampingform.
estimating the magnitude of the t i r e masswhich participates i n the vibratory
motion of the dynamic tests.Results
show that both the l a t e r a l and fore-anda f t spring constants generally increase
w i t h t i r e pressure b u t only the latter
increased significantly w i t h v e r t i c a l t i r e loading. The fore-and-aftspring
constants were greater than those i n the lateral direction.
The static-springconstant variations were similar to t h e dynamic variations b u t exhibited lower
magnitudes. Damping
was
small and insensitivetotireloading.
Furthermore,
s t a t i c damping accounted for a significant portion of that found dynamically.
Effective tire masseswere also small.
INTRODUCTION

Tire stiffness anddamping

i n the l a t e r a l and fore-and-aft directions are
important properties i n dynamic analyses of a i r c r a f t wheel shimmy and antiskid
braking systems. S t a t i c t e s t s on nonrolling t i r e s havebeenused
for a number
of years to measure t i r e s t i f f n e s s (e.g.ref.
1).
Tests on a r o l l i n g t i r e a r e
preferred b u t equipnent and facility limitations make such t e s t s d i f f i c u l t t o
measured u s i n g a platen
implement. As a result, tire properties are generally
loaded vertically w i t h a t i r e and supported on bearings (e.g. refs. 2 and 3 )
where the properties are deducedfrom the response of the platen to applied
forces. Such a support system, however, typicallyinjects indeterminant motion
effects and limits tests to static applications.
Whilesuch s t a t i c t e s t s remain
a primary source of stiffness anddamping information, measurements obtained
from vibration tests appear to be more representative of the operating
environment.
The objective of t h i s report is to discuss the results of an experimental
e f f o r t t o measure stiffness anddamping properties of a nonrolling t i r e u s i n g
a cable-suspended platenpressedagainst
the t i r e periphery. Both s t a t i c and
dynamic t e s t s were performed to determine spring constants anddamping factors
i n either the l a t e r a l orfore-and-aftdirecof a large aircraft tire displaced
platens were
tion. Damping is treated i n a rate-independent form.Three
employed i n the dynamic tests to provide an indication of t i r e mass involvement
i n thevibratory motion. The s t u d y was conducted on a 49 x 1 7 s i z e t i r e over
a range of vertical loads and inflation pressures extending to their maximum
ratedvalues.

SYMBOLS

V a l u e s are g i v e n i n b o t h

S I and U.S.

damping f o cr co e f f i c i e n t ,

c. g.

c e n t e r of g r a v i t y

complex a p p lfioe rdc e ,

Fmax
maximum

CustomaryUnits.

N-sec/m

(lbf-sec/in.)

N (lbf)
N (lbf 1

a p p l i e fdo r cm
e agnitude,

FO

i n i t iaaplp l ifeodrm
c ea g n i t u d e ,

FV

t i r e v e r t i c a l load, N ( l b f )

Fx=0

a p p l i efdo r c e

o s c i l lfar teiqoune n c y ,

-i

t o t a l s p r i n gc o n s t a n t ,

kC

c a b l ei n t e r a c t i o ns t i f f n e s s ,

kt

t i r e s p r i n gc o n s t a n t ,

Q.

cable l e n g t h , m ( f t )

v i b r a t i n g mass, kg (lbm)

mP

p l a t e n mass, kg ( l h )

mt

e f f e c t i v e t i r e mass, kg (lbm)

number o f c y c l e s

time, sec

complex displacement,

X0

originaldisplacementamplitude,

XN

displacement amplitude of Nthcycle,

v i s c o u s damping f a c t o r

frequency period, sec

c i r cfuolrafcrri enqgu e n c y ,

N (lbf)

when displacement is zero, N ( l b f )

Hz

/ziN/m

N/m

(lbf/in.)
N/m

(lbf/in.)

(lbf/in.)

m (in.

sec-1

m (in. 1
m (in.)

APPROACH

Tire s p r i n g c o n s t a n t s anddamping f a c t o r s i n b o t h t h e
l a t e r a l and forea n d - a f t d i r e c t i o n s were determinedfrom s t a t i c anddynamic tests using a cables u s p e n d e dp l a t e np r e s s e da g a i n s tt h ep e r i p h e r y
of t h e tire. S t a t i c c h a r a c t e r istics were derivedfrommeasurementsof
platen d i s p l a c e m e n t r e s u l t i n g from
s l o w l ya p p l i e df o r c e s .
The s t a t i c s p r i n gc o n s t a n t was d e t e r m i n e df r o mt h es l o p e
of t h e a x i s of t h e h y s t e r e s i s loop d e s c r i b e d by t h ef o r c e - d i s p l a c e m e n t relations h i p , and a damping f a c t o r was d e r i v e df r o m i t s width. Dynamic c h a r a c t e r i s t i c s
were obtainedfrom simple, s i n g l ed e g r e eo ff r e e d o mf r e e - v i b r a t i o n
tests of t h e
t e s t p l a t e n . Thus, f o r t h e l a t t e r tests t h e s p r i n g c o n s t a n t was derivedfrom
thevibrationalfrequencyandplaten
mass s p e c i f i c a t i o n s , and t h e damping factor
was d e t e r m i n e df r u nt h ed i s p l a c e m e n ta m p l i t u d ed e c a y
rate. Estimates of t h e
e f f e c t i v e t i r e masses p a r t i c i p a t i n g i n t h e o s c i l l a t o r y m o t i o n s
of thedynamic
tests were determinedfromchanges
inthefrequencyresultingfrom
similar tests
w i t h d i f f e r e n t mass platens.

-PARATUS

AND TEST PROCEDURE

t e s t apparatusand
F i g u r e 1 is a photographofthe
t u s is shown p r e p a r e d f o r a l a t e r a l dynamic test.

test tire.

The appara-

Test F i x t u r e

Themain s t r u c t u r e of t h e t e s t f i x t u r e is c o n f i g u r e d as two three-bay port a l framesjoinedoverhead

by f o u r beams a n d a l o n g t h e f l o o r
by a t h i c k p l a t e .
1 0-in. s t e e l H-beams, are nominally 3.0 m
The f r a m e s ,c o n s t r u c t e ds fw e l d e d
( 1 0 f t ) deep,2.2
m (7.1 f t ) highand are spaced a d i s t a n c eo f 2.1 m ( 7 f t )
is 2.5 c m (1 i n . )t h i c k .
The t i r e rim is
a p a r t . The p l a t ea l o n gt h ef l o o r
supportedontheleft
by a taperedwelded box s t r u c t u r e , c o n s t r u c t e d from
2.5-cm (1-in. ) t h i c k p l a t e steel, which is s u s p e n d e d f r u n t h e u p p e r p a r t
of t h e
f i x t u r e and s t a b i l i z e d by10.2-cm
(4-in. ) diameter pipe. A v e r t i c a l beam also
suspendedfromtheupper
part o f t h e f i x t u r e s u p p o r t s t h e r i g h t s i d e
of t h e rim
and clamps i t to t h e f i x t u r e t o p r e v e n t t i r e r o t a t i o n .
is t h e s u p p o r t i n g of t h e t e s t p l a t e n
The s p e c i a l feature o f t h e a p p a r a t u s
by f o u rc a b l e s .
Each c a b l e is 1/2-in. steel wire rope and is suspendedfrom
a force-measuring load cell connected t o a h y d r a u l i c c y l i n d e r as shown i n f i g u r e 1. The c a b l ef r e e - s w i n gl e n g t h
8 is approximately1.83
m ( 6f t ) .
Tire
l o a d i n g is accomplished by e n e r g i z i n g t h e h y d r a u l i c c y l i n d e r s
to l i f t t h e p l a t e n
verticallyagainstthe
t i r e ; i n d i v i d u a lc y l i n d e rc o n t r o l
is a v a i l a b l e t o equalizethecableloading
or l e v e l t h e p l a t e n .
A l l test platens were 66 cm (26 i n . ) s q u a r e w i t h d i f f e r e n t t h i c k n e s s e s
and
material compositions. The t w o l i g h t e r p l a t e n s were made of aluminum plate.
They were 7.6 cm (3in.)and13.2
cm (5.19in.)thickandweighed102.1
kg
(225 l h ) and 1 73.3 kg (382 l h ) , r e s p e c t i v e l y . The h e a v i e s t p l a t e n was a
15.4-cm (6.06-in. ) t h i c k s t e e l p l a t e andweighed536.1
kg (1 182 l h ) . The
p l a t e n t e s t w e i g h t si n c l u d e d 4.5 kg (1 0 l h ) for c a b l e s andattachments.
The

upper surface of each platen was painted i n the center

enamel toprevent t i r e slippage.

with a grit-filled

A separate hydraulic cylinder

was used to displace the platen during the
A mechanical ratcheting device and a quick-release mechanism
static tests.
dynamic
wereemployed t o provide the i n i t i a l displacement and release for the
tests. The direction of t e s t motion was varied by changing the orientation of
the hydraulic cylinder
or the displacing mechanism depending on the type of
test.

Test Tire
The t e s t s were conducted w i t h a natural rubber, recapped, size 49 x 17,
type V I I , 26-ply r a t e d a i r c r a f t t i r e of bias-ply construction having a rated
inflation pressure of 1 2 2 0 kPa (177 psi) and a rated maximum vertical load of
1 7 8 kN (40 000 l b f ) .
The nominal t i r e mass
was
79.4 kg (7 75 I h ) . The t i r e
was the same t i r e used i n reference 2.
Instrumentation
and
Cable loads determined from load c e l l s were monitored prior to testing
a linear potentiometer was i n s t a l l e d t o measure l a t e r a l or fore-and-aft d i s placements during testing. A linear strain gage accelerometer wasemployed
in
the dynamic t e s t s t o measure platenacceleration.
For s t a t i c t e s t i n g an additional load c e l l w a s utilized to measure external forces that displaced the
platen.

Tape recordings of the platen acceleration

and displacement weremade duri n g the dynamic t e s t s and a time-code generator was incorporated t o provide a
millisecond time reference.
Test Procedure
After inflating the unloaded t i r e t o the test pressure the platen was prepared for either the s t a t i c or dynamic t e s t s by centering the platen
beneath
the t i r e and uniformly raising it againstthetire
periphery.Individual
hydraulic cylinder adjustments weremade to equalize the cable loading
and level
theplaten.
I n general,verticalloadings
were w i t h i n 3 percent of specified
nominal loadings.Platen
displacements were kept small to minimizeboth t i r e
slippage and nonlinear effects.

.-

The s t a t i c t e s t s wereperformed by slowly forcing the platen

from its neutral position a distance of approximately 0 . 6 4 cm ( 0 . 2 5 i n . ) both
l a t e r a l l y and fore and a f t through two complete cycles. Corresponding forces
and displacements were recorded during the t e s t s whichwere repeated for each
combination of t i r e pressure,vertical
load, and motion direction. For these
tests, three tire pressures
ranging f r m 6 8 9 (1 00) t o 1241 kPa (1 8 0 psi) and
22.2 (5000),44.5(10
000),
thefollowingfour
vertical loads wereexamined:
89.0 (20 000), and 1 7 7 . 9 kN ( 4 0 000 l b f ) .
4

Dynamic tests.- The dynamic testing was performed by displacing the platen
approximately 0.64 cm (0.25 in.), releasing it, and recording the resulting
damped free-vibration displacement and acceleration time histories. Tests were
conducted for several combinations of platen masses, tire pressures, and vertical loads with both lateral and fore-and-aft motion. Within the dynamic tests
the tire was inflated to one of three tire pressures ranging
689(1 from
00)
to 1241 kPa (180 psi) and was subjected to eight vertical loads ranging from
22.2 (5000) to 177.9 kN ( 4 0 000 lbf)

DATA

REDUCTIONAND ANALYSES

The techniques for computing the spring constant and damping factor from
the force-displacement relationships of the static tests and the motion of the
is the method developed
dynamic tests are given in this section. Also described
for removing the effect of cable interactions with the computed spring constants. In addition, a technique for computing the effective tire mass from
dynamic tests with different mass platens is given.
Spring

Constant

Cable interaction.- The following sketch shows the forces acting

on the
of the
displaced platen and indicates that they are derived from a combination

maytreated as
tire stiffness kt and a component of the cable forces which be
a cable interaction stiffness kc defined by

where Fv is the vertical load and &! is the free-swing cable length. Thus,
the total spring constant k acting on the platen may
be resolved into

k = kt

+ kc

or

where the tire spring constantskt derived from the system must be reduced by
the cable interaction stiffness kc. In this paper it is assumed that cable
interaction does not affect the damping
or the effective tire mass.

Static tests.- Typical force-displacement curves for both lateral and foreand-aft tests are presented in figure
2. These hysteresis loops originate at
the origin and after two loading cycles terminate at zero load. The load discontinuity at the extreme positions
is attributed to tire creep that occurs
as
the loading directions are manually switched.
For these tests the slope of the force-displacement hysteresis-loop axis
(the dashed line connecting the loop extremes) defines the total stiffness
applied to the platen. The tire spring constant kt
is found by subtracting the
cable interaction stiffness kc from the total spring constant k.
Dynamic tests.- A typical time history of a dynamic test
is displayed in
figure 3. The record shows the acceleration and displacement response of the
platen to a free-vibration test. Final reference displacement and acceleration
levels are indicated along with the displacement envelopes. The analog output
of the time-code generator is also shown.
The displacement response exhibited a shift in equilibrium level, attributed to tire creep. Even after accounting for the shift, vibratory periods of
the acceleration were more uniform than those of the displacement. Hence, the
acceleration time histories, specifically the average
of 3 or 4 Cycles, were
used to compute the vibration frequencies.

For a lightly-damped simple spring-mass system the frequency of vibration

is related to the properties of the system by the equation
1
f = -

I/G

27r

or

-k

m
6

):(

= (27rf)2 =

where f is t h eo s c i l l a t i o nf r e q u e n c y ,
T is t h ef r e q u e n c yp e r i o da, n dt h e
r a t i o k/m is termed i nt h i ss t u d y
a frequencyparameter.
The assumption of
small damping is s u b s e q u e n t l y j u s t i f i e d by experiment.
To compute t h e t i r e s p r i n g c o n s t a n t , t h e f r e q u e n c y p a r a m e t e r
is f i r s t
of V i b r a t i o n a n d t h e n t h e
total springconstant is
determinedfromtheperiod
computedfrom t h ep r o d u c t of t h e p l a t e n mass and t h ef r e q u e n c y parameter. The
s p r i n g c o n s t a n t is found by s u b t r a c t i n g t h e c a b l e i n t e r a c t i o n s t i f f n e s s
from
the total springconstant.

Damping F a c t o r
E n e r g y d i s s i p a t i o n is m a n i f e s t e d i n t h e s e tests by t h e h y s t e r e t i c c h a r a c ter of t h e t i r e static-force-displacementcurvesand
by t h ed e c a y i n ga m p l i t u d e s
of t h e f r e e - v i b r a t i o n response. To account for t h i s damping i n s t a t i c applicat i o n s a rate-independentform
is r e q u i r e d . One s u c hr e p r e s e n t a t i o nc a l l e d
s t r u c t u r a l damping(e.g.
r e f . 4 ) is used i n s t r u c t u r a l v i b r a t i o na n a l y s e s
( r e f . 5). T h i s damping is e s p e c i a l l y u s e f u l f o r t h i s s t u d y i n t h a t s i n c e
dampi n g is small it c a n r e a d i l y be r e l a t e d t o t h e more conventionalviscousformof
damping t y p i c a l l y assumed i nv i b r a t i o na n a l y s e s .S i n c ei nf r e e - v i b r a t i o n
time
h i s t o r i e s s t r u c t u r a l damping is i n d i s t i n g u i s h a b l ef r o mv i s c o u s
damping, a l l
damping i s t r e a t e d as s t r u c t u r a l damping i n t h i s p a p e r b u t e x p r e s s e d i n
terms
oftheviscous
damping factor.
S t a t i c tests.- L i g h t s t r u c t u r a l damping may be mathematically formulated
i n terms oftheviscous
damping f a c t o r 5 by t h ef o l l o w i n gc o m p l e xs t i f f n e s s
expression

C' is t h ev i s c o u s damping f a c t o r ,
where F is thecomplexappliedforce,
k is t h ec o n v e n t i o n a l
( t o t a l ) s p r i n gc o n s t a n t ,
and x is the
complex
displacement.
Insightintothisforce-displacementrelationship
may be gained by s o l v i n g
f o rt h ed i s p l a c e m e n tr e s u l t i n g
from t h e complex s i n u s o i d a l force
F = Foeiwt
where Fo is t h ei n i t i a la p p l i e df o r c em a g n i t u d e
and W is t h e circular f o r c ingfrequency.
When t h e f o r c e is i n t r o d u c e di n t ot h ee q u a t i o nt h ed i s p l a c e m e n t
response becomes

Fo'k

x =
1

(wt-2r)
452

which when p l o t t e d w i t h respect t o t h e a p p l i e d f o r c e y i e l d s

a t i l t e d ellipse
whose w i d t hi n c r e a s e sw i t h
C and or s m a l l damping t h e major a x i s slope
a p p r o x i m a t e st h es p r i n gc o n s t a n t .
7

The r e l a t i o n s h i p of t h e ellipse width to t h e damping factor 5 may be d e r i v e d

u s i n g t h e r e a l part of t h e complex applied f o r c e andcomplexdisplace-ment,
i.e.

and
Fdk

x =

For

cos

(Ut

25)

452

x = 0

ut =

lT

-2 +

25,

31T

-+

25,

...

and for small damping a t corresponding times t h ea p p l i e df o r c em a g n i t u d e

be approximated by

may

or

Thus, t h e damping factor f o r small v a l u e s is one-half t h e r a t i o of t h ef o r c e

zerodisplacement t o t h e maximum a p p l i e d force. The f o l l o w i n gs k e t c hg r a p h i c a l l y d e p i c t s these q u a n t i t i e s :

at

Dynamic tests.- Damping frcan thedynamic tests was sought from the logarithmic decrement of thedecayingdisplacementamplitude
of t h e f r e e - v i b r a t i o n
time h i s t o r y . However, t h el o g a r i t h m i cd e c r e m e n tc a n n o t
be d e t e r m i n e dd i r e c t l y
fromthe displacement time h i s t o r y because of its d r i f t i n g e q u i l i b r i u m l e v e l .
T h i s nonsymmetry is removed f r a n t h e d i s p l a c e m e n t data by computing a double
amplitude d e r i v e d from t h e d i f f e r e n c e between s p l i n e c u r v e - f i t t e d d i s p l a c e m e n t
Fran thedoublee n v e l o p e st h a t pass throughthedisplacementextremes.
8

a m p l i t u d ev a l u e s ,d a m p i n gf a c t o r sf o re a c h
resentativecyclesusingtheequation

t e s t were computedover

a few rep-

where 2xN is t h ed o u b l ea m p l i t u d eo ft h eN t hc y c l e
and 2x0 is t h eo r i g i n a l
doubleamplitude.Shouldthe
damping f o r c ec o e f f i c i e n t
C be d e s i r e d , it may
becomputedfrom
thefollowingequation:

Because ofsensormeasurementlimitations,deflectionsbelow
were d i s r e g a r d e d .

0 . 2 5 cm (0.1 i n . )

E f f e c t i v e Tire Mass
The s o l u t i o n for t h ee f f e c t i v e t i r e mass assumes t h a tt h e
v i b r a t i n g body ofequation
( 1 ) is composed of t h ep l a t e n mass
e f f e c t i v e t i r e mass m t , t h a t is

m = mp

mass m ofthe
mp and t h e

mt

By r e p l a c i n g t h e v i b r a t i n g
mass withtheproductofthe
t o t a l s p r i n gc o n s t a n t
and t h e r e c i p r o c a l o f t h e f r e q u e n c y p a r a m e t e r , t h e f o l l o w i n g r e l a t i o n
may be
der i ved :

mP = k g )

mt

The e f f e c t i v e t i r e mass is thenfound

r e g r e s s i o na n a l y s i so fe q u a t i o n
(8).

from a c o e f f i c i e n t o b t a i n e d f r o m

a linear

RESULTS AND DISCUSSION

l a t e r a l andfore-and-aft
S t a t i c anddynamic tests were c o n d u c t e d i n t h e
d i r e c t i o n s t o determine t i r e s p r i n gc o n s t a n t s anddamping
f a c t o r s . Dynamic
tests w i t h d i f f e r e n t mass p l a t e n s p r o v i d e d i n s i g h t i n t o t h e
amountof t i r e mass
p a r t i c i p a t i n gi nt h e
dynamicmotion.Inthefollowingsectionsdynamicresults
are d i s c u s s e d and s t a t i c results are p r e s e n t e df o rc o m p a r i s o n .
To c o n f i r mt h a t
thecable-suspended
system e x h i b i t e d no s i g n i f i c a n t c o u p l i n g b e t w e e n t h e p i t c h i n g and t r a n s l a t i n g m o t i o n s o f
its p l a t e n , a two-degree-of-freedomanalysis
of
t h e s ep l a t e nm o t i o n s
is p r e s e n t e d i n t h e a p p e n d i x .
Summaries o f t h e test c o n d i t i o n s and r e s u l t s f o r t h e l a t e r a l andfore-anda f t f r e e - v i b r a t i o n tests are g i v e n i n t a b l e s
I and 11. Test c o n d i t i o n sa n d
r e s u l t s f o r t h e s t a t i c tests are g i v e n i n t a b l e 111. As shown i n t h e t a b l e s ,
l a t e r a l andfore-and-aftdynamic
tests were c o n d u c t e d u s i n g t h r e e p l a t e n s
9

r a n g i n g i n mass from 102(225)

t o 536 kg (1182 lbm). The t i r e was i n f l a t e d to
one of t h r e e p r e s s u r e s r a n g i n g f r o m
689(1 00) t o 1241 kPa (1 80 psi) where t h e
rated i n f l a t i o n pressure was 1220 kPa (177 p s i ) . The t i r e was also loaded w i t h
one of e i g h t( n o m i n a l )v e r t i c a l
loads ranging from 2 2 . 2 kN (5000 l b f ) to t h e
rated maximum load of 177.9 kN ( 4 0 000 l b f )

One of thereasonsforemploying
small amplitudes i n t h e tests is t o minimize n o n l i n e a r i t i e s t h a t c a n
occur f o r s y s t e m s u n d e r g o i n g l a r g e d e f l e c t i o n s .
Some i n s i g h t i n t o t h e e x t e n t o f t h i s
type o f n o n l i n e a r i t y c a n
be gained from
t h e data. The dynamic tests r e v e a l e d a s l i g h t f r e q u e n c y i n c r e a s e w i t h
amplitude d e c a y .T h i sn o n l i n e a re f f e c t ,
however, was deemed i n s i g n i f i c a n ts i n c en o
c u r v a t u r eo ft h es p i n e
of t h e s t a t i c h y s t e r e s i s loop was apparent(e.g.fig.
2).
Thus, when f r e q u e n c y v a r i a t i o n s occurred d u r i n g a test, t h e y were averaged.
The d e t e r m i n a t i o n of s p r i n gc o n s t a n t s , damping factors, and e f f e c t i v e t i r e
masses is discussed i n t h e s e c t i o n s t h a t
follow.
Spring Constants
Lateral a n d f o r e - a n d - a f t f r e q u e n c y p a r a m e t e r s d e r i v e d f r o m t h e o s c i l l a t i o n
periods o f t h e a c c e l e r a t i o n
time h i s t o r i e s f o r e a c h p l a t e n
mass, t i r e p r e s s u r e ,
andnominal v e r t i c a l load are tabulated i n t a b l e s I and 11, r e s p e c t i v e l y .
S p r i n g c o n s t a n t s computed from frequency parameters and t h e i r p l a t e n mass are
also g i v e n i n t h e
tables. S p r i n gc o n s t a n t sd e t e r m i n e ds t a t i c a l l y
are g i v e ni n
t a b l e 111.
Lateral d i r e c t i o n . - The lateral-frequency-parameter v a l u e s d e r i v e d f r o m
(1) are d i s p l a y e di nf i g u r e
4.
As expected,
v i b r a t i o n periods u s i n ge q u a t i o n
t h e l a t e r a l frequency parameter decreases w i t h i n c r e a s i n g p l a t e n
mass. For
each p l a t e n mass thefrequency parameter i n c r e a s e s w i t h i n f l a t i o n pressure.
The t i r e l a t e r a l s p r i n g c o n s t a n t s computed fromthese data, and l i s t e d i n
t a b l e I, are noted t o be e s s e n t i a l l y i n s e n s i t i v e t o p l a t e n mass. Thus,the
as a f u n c t i o no fv e r dynamic l a t e r a l s p r i n g c o n s t a n t s p r e s e n t e d i n f i g u r e 5 ( a )
t i c a l load were o b t a i n e d for e a c h p r e s s u r e a n d l o a d i n g c o n d i t i o n
by averaging
t h e data o b t a i n e df o re a c hp l a t e n .
The averageddynamic l a t e r a l s p r i n g cons t a n t s whichrange
from 937 (5350) t o 1471 kN/m (8400 l b f / i n . ) ,f o rt h e
test
c o n d i t i o n s described i n t h i s p a p e r ,
are shown to i n c r e a s e w i t h i n f l a t i o n pressure. When t h e p r e s s u r e is h e l dc o n s t a n tt h es p r i n gc o n s t a n t sr e a c h
a maximum
v a l u e a t some i n t e r m e d i a t e v e r t i c a l l o a d i n g .

from s t a t i c tests are p r e s e n t e d i n f i g The s p r i n g c o n s t a n t s o b t a i n e d

u r e5 ( b ) .
The s t a t i c v a l u e s are shown to e x h i b i t t r e n d s similar t o thedynamic
v a l u e s for e q u i v a l e n t test c o n d i t i o n s ,b u t
are 1 0 t o 20 p e r c e n t lower t h a nt h o s e
found i n t h e dynamic tests.
For purposes ofcomparingthese
data w i t h t h o s e from o t h e r s o u r c e s , s p r i n g
c o n s t a n t s are d i s p l a y e d as f u n c t i o n s o f t i r e v e r t i c a l d e f l e c t i o n i n f i g u r e
6.
The v e r t i c a l t i r e d e f l e c t i o n s are l i s t e d i n t a b l e IV. Data t r e n d s i n f i g u r e
6
are similar to t h o s eo fr e f e r e n c e
1 ; however, t h e l i n e a r empirical e q u a t i o n of
t h e r e f e r e n c e does n o t describe t h e s e t r e n d s i n t h e
low d e f l e c t i o n r a n g e o f t h e
study.
10

Fore-and-aftdirection.The dynamic fore-and-aft frequency

parameters are
d i s p l a y e di nf i g u r e
7 and, as expected,thefrequencyparameter
is shown to
i n c r e a s ew i t hd e c r e a s i n gp l a t e n
mass. I ng e n e r a l ,t h ef o r e - a n d - a f tf r e q u e n c y
parameter is less s e n s i t i v e to v a r i a t i o n s i n i n f l a t i o n p r e s s u r e
and more s e n s i l a t e r a l frequencyparameters.
t i v e to variationsintheverticalloadthanthe
S i n c e t h e t i r e fore-and-aftspringconstants
computedfrom t h e s e d a t a were a l s o
found to be e s s e n t i a l l y i n s e n s i t i v e t o p l a t e n mass (see t a b l e 11), thedynamic
springconstantsforthethreeplatens
were averagedforeach
pressure andloadingcondition(fig.
8(a)).
The averaged dynamic fore-and-aft tire-spring-constant values range from
are c o n s i d e r a b l y l a r g e r t h a n t h e
201 4 (1 1 500) t o 3677 kN/m (21 000 l b f / i n . )a n d
test c o n d i t i o n s . The d a t a of f i g l a t e r a l - s p r i n g - c o n s t a n tv a l u e sf o rc o m p a r a b l e
at
u r e 8 ( a ) show t h a t t h e s e s p r i n g c o n s t a n t s i n c r e a s e w i t h i n f l a t i o n p r e s s u r e
thehigherverticalloads
and g e n e r a l l y i n c r e a s e w i t h v e r t i c a l l o a d
when t h e
i n f l a t i o n p r e s s u r e is h e l d c o n s t a n t .

are p r e s e n t e d as a
The s t a t i c fore-and-aftspring-constantvalues,which
f u n c t i o no fv e r t i c a ll o a di nf i g u r e8 ( b ) ,
show t r e n d s similar t o thedynamic
are 20 t o 35 p e r c e n t less
d a t a . However, t h es t a t i c - s p r i n g - c o n s t a n tv a l u e s
thanthedynamicvalues.Thisreduction
is a t t r i b u t e d ,i n part, t o t h ev i s c o e l a s t i c n a t u r eo ft h e
tire.
Fore-and-aft t i r e s p r i n g c o n s t a n t s are p r e s e n t e d as a f u n c t i o n of t i r e vert i c a l d e f l e c t i o ni nf i g u r e
9. Data fromboththedynamic
tests ( f i g . 9 ( a ) ) and
t h e s t a t i c tests ( f i g .9 ( b ) )i n d i c a t et h a tt h ef o r e - a n d - a f t
t i r e s p r i n gc o n s t a n t
g e n e r a l l yi n c r e a s e sw i t hv e r t i c a ld e f l e c t i o n s .
same
Reference 3 c o n t a i n s l a t e r a l s t a t i c s p r i n gc o n s t a n t sm e a s u r e df r o mt h e
t y p e of t i r e used i n t h i s r e p o r t ,
and r e f e r e n c e 2 c o n t a i n sf o r e - a n d - a f t
statics p r i n g - c o n s t a n td a t af r o mt h e
same t i r e used i n t h i s report. The s c a n t d a t a
f r o mt h er e f e r e n c e si n d i c a t e
similar t r e n d sb u tt h es t i f f n e s sv a l u e sf r o mb o t h
s e t s of d a t a were b
e
l
o
w t h e s t a t i c v a l u e s of t h i ss t u d y .
One cause f o r t h e s e
d i f f e r e n c e s may be t h a t t h e t e s t amplitudes of t h i s s t u d y were a p p r e c i a b l y lower
t h a nt h o s e of r e f e r e n c e s 2 and 3 . As mentioned i nr e f e r e n c e 1 , s p r i n gc o n s t a n t s
test amplitude. Other causes may be due to t i r e age,
i n c r e a s ew i t hr e d u c e d
material, and c o n s t r u c t i o n i n c o n s i s t e n c i e s t h a t
may occur i n t h e same t i r e as
well as i n d i f f e r e n t t i r e s o f t h e same s i z e .
Damping F a c t o r
Lateral and fore-and-aft damping f a c t o r s d e r i v e d f r o m t h e d i s p l a c e m e n t
amplitudes of t h e damped f r e e v i b r a t i o n o f e a c h
t e s t are t a b u l a t e d i n t a b l e s . 1
and 11, r e s p e c t i v e l y . Damping f a c t o r sd e t e r m i n e df r o m
s t a t i c tests are g i v e n
i n t a b l e 111.
Lateral d i r e c t i o n . - Thedamping f a c t o r s d e r i v e d f r a n v i b r a t o r y m o t i o n i n
1 0 ( a ) , are small andrangefrom
2
the l a t e r a l d i r e c t i o n ,p r e s e n t e di nf i g u r e
to 7 p e r c e n t of c r i t i c a l damping. The dynamic l a t e r a l damping f a c t o r s g e n e r a l l y
appear to be i n s e n s i t i v e t o v e r t i c a l l o a d v a r i a t i o n s
and n o c o n s i s t e n t t r e n d s

11

are n o t e d w i t h v a r i a t i o n s i n
t i r e i n f l a t i o np r e s s u r e .
The data do i n d i c a t e a
tendencyforthe
l a t e r a l damping f a c t o r s to decrease w i t h i n c r e a s i n g p l a t e n
mass.
The l a t e r a l damping factors o b t a i n e d f r o m t h e
s t a t i c tests are p r e s e n t e d
i n f i g u r e 1 0 ( b ) and are a p p r o x i m a t e l y e q u a l i n m a g n i t u d e
to t h e dynamic-dampingwould i n d i c a t e t h a t t h e
f a c t o r v a l u e s of t h eh e a v yw e i g h tp l a t e n .T h e s er e s u l t s
increaseddynamicdamping factors associated w i t h t h e two l i g h t e r p l a t e n s may be
theresultof
some a d d i t i o n a l v i s c o u s damping.
Fore-and-aftdirection.The damping f a c t o r s d e r i v e d from the fore-anda f t tests are shown i n f i g u r e 11. The dynamicfore-and-aftdampingfactors
(fig.ll(a))range
betweenapproximately 4 and 9 p e r c e n t of c r i t i c a l damping
andno c o n s i s t e n t t r e n d s are o b s e r v e d w i t h v a r i a t i o n s i n t h e
test c o n d i t i o n s .
The fore-and-aft damping f a c t o r s o b t a i n e d from t h e s t a t i c tests are presentedinfigurell(b)
and are noted to be c o n s i s t e n t l y lower thanthedynamic
some v i s c o u s damping is p r e s e n t d u r i n g
damping f a c t o r s , t h e r e b y i n d i c a t i n g t h a t
fore-and-aft t i r e v i b r a t i o n s . A comparison of t h e s t a t i c damping f a c t o r s from
t h e l a t e r a l tests and t h ef o r e - a n d - a f t
tests i n d i c a t e s l i g h t l y h i g h e r
damping
inthefore-and-aftdirections.
The f i n d i n g s from t h e damping tests i n b o t h d i r e c t i o n s i n d i c a t e t h a t dampi n g was s u f f i c i e n t l y small t o j u s t i f y t h e d e l e t i o n
ofdamping e f f e c t s i n t h e
s t i f f n e s sc o m p u t a t i o n s .
E f f e c t i v e Tire Mass
E f f e c t i v e t i r e masses are computedfrom t h e l a t e r a l andfore-and-aft
dynamic tests for each t i r e pressure and v e r t i c a l load combination.

Lateral d i r e c t i o n . - The e f f e c t i v e t i r e mass i n t h e l a t e r a l d i r e c t i o n was

computed u s i n g a l l t h r e e d i f f e r e n t mass p l a t e n s a n d is g i v e n i n t a b l e I f o r e a c h
t i r e p r e s s u r e and l o a d i n g c o n d i t i o n .
The results are shown t o varyfrom 2.7 (6.0) to 13.9 kg (30.7 lbm) andhave
7.5 kg (16.5 lbm). when compared t o t h e t o t a l t i r e mass of
anaveragevalueof
79.4 kg (175 lbm) t h ea v e r a g ee f f e c t i v e
t i r e mass is small. One r e a s o nf o rt h e
d a t a is a t t r i b u t e d to a lack ofinstrumenvariationsintheeffective-tire-mass
t a t i o n p r e c i s i o n as i l l u s t r a t e d i n t h e f o l l o w i n g
error a n a l y s i s .
The mass error Am
(1 ) t o be
fromequation

12

o c c u r r i n g from a period inaccuracy

AT

can be d e r i v e d

Thus, f o r a period inaccuracyof

bewithinthefollowingrange:

1 msec, t h ee q u a t i o ni n d i c a t e st h a t

3.0 kg (6.6 lbm) Am 9.1

Am

will

kg (20.1 lbm)

For-e-and-aftdirection.Upon e x a m i n a t i o n o f t h e f o r e - a n d - a f t d a t a , t h e
springconstantsfortheheavyplaten
were found t o be changing with frequency;
hence, no e f f e c t i v e t i r e mass was computed f o r t h a t p l a t e n i n t h e f o r e - a n d - a f t
t e s t d a t af r o mt h e
d i r e c t i o n . The e f f e c t i v e t i r e masses a s s o c i a t e d w i t h t h e
remaining two p l a t e n s are g i v e n i n t a b l e 11. These masses were g e n e r a l l yh i g h e r
l a t e r a l tests andrangedfrom
7.8(17.2)
to
t h a nt h o s ea s s o c i a t e dw i t ht h e
25.9 kg ( 5 7 . 2 lbm) with an averagevalueof
1 5 . 6 kg ( 3 4 . 4 lbm). Equation ( 9 )
p r e d i c t s mass errors i n t h e r a n g e o f
4.45 kg ( 9 . 8 lbm)

f o r a periodinaccuracyof

< h <

8 . 3 kg ( 1 8 . 2 l
b
m
)

1 msec.

The a n a l y s i s o f b o t h t h e
l a t e r a l andfore-and-aft
t e s t series i n d i c a t e s
t h a t better i n s t r u m e n t a t i o n or more s o p h i s t i c a t e d d a t a r e d u c t i o n t e c h n i q u e s
are
needed to a c c u r a t e l yd e f i n et h ee f f e c t i v e
t i r e mass. However, t h e s e r e s u l t s
doindicatethattheeffective
t i r e mass associated w i t h v i b r a t o r y m o t i o n
is
o n l y a small f r a c t i o n o f t h e
t o t a l t i r e mass.
CONCLUDING REMARKS

Lateral and f o r e - a n d - a f t s t i f f n e s s
anddamping of a n o n r o l l i n g t i r e were
measuredusing a c a b l e - s u s p e n d e d p l a t e n p r e s s e d a g a i n s t t h e
t i r e periphery.
Tire p r o p e r t i e s were d e t e r m i n e d f r o m t h e p l a t e n f r e e - v i b r a t i o n
or dynamic
behavior as well as from s t a t i c force-displacement tests. The e f f e c t i v e t i r e
mass p a r t i c i p a t i n g i n t h e f r e e - v i b r a t i o n m o t i o n
was also estimated.
By u s i n g t h i s method, l a t e r a l and f o r e - a n d - a f tp r o p e r t i e s
were determined
f o r a 49 x 17, type V I I , 26-ply rated a i r c r a f t t i r e o fb i a s - p l yd e s i g n .
The
r e s u l t s showed t h e following:
1 . Lateral s p r i n g c o n s t a n t s v a r i e d
significantly with tire pressure.

l i t t l e w i t hv e r t i c a ll o a db u ti n c r e a s e d

2. F o r e - a n d - a f t s p r i n g c o n s t a n t s i n c r e a s e d s i g n i f i c a n t l y w i t h v e r t i c a l l o a d
a n d ,e x c e p tf o r
l o w v e r t i c a ll o a d s ,
also with t i r e p r e s s u r e .
3. F o r e - a n d - a f ts p r i n gc o n s t a n t s
Constants.

were g r e a t e r t h a n

lateral spring

4. S t a t i c - s p r i n g - c o n s t a n t v a r i a t i o n s e x h i b i t e d t r e n d s
similar to t h o s e
founddynamicallybut
were 1 0 t o 2 0 percent less i n t h e l a t e r a l d i r e c t i o n and
20 to 35 p e r c e n t less i n t h e f o r e - a n d - a f t d i r e c t i o n .

13

5. Damping i n b o t h t h e l a t e r a l and f o r e - a n d - a f t d i r e c t i o n s
was less than
1 0 p e r c e n to f
c r i t i c a l dampingand i n s e n s i t i v e to v e r t i c a l loads. S t a t i c dampi n g was lower thandynamicdamping
b u t was a s i g n i f i c a n t p o r t i o n o f t h e
damping
a t lower f r e q u e n c i e s .
6 . E f f e c t i v e t i r e mass was d i f f i c u l t to d e t e r m i n e a c c u r a t e l y because of
i n s u f f i c i e n ti n s t r u m e n t a t i o nr e s o l u t i o n ,b u tt h er e s u l t s
of t h i s i n v e s t i g a t i o n
i n d i c a t e d t h a t i t was a small f r a c t i o n o f t h e
t o t a l t i r e mass.

The r e s u l t s of t h i s s t u d y i n d i c a t e t h a t
t h i s methodof
tire analysis is
s u i t a b l e f o r e s t a b l i s h i n g s t a t i c anddynamic t i r e s t i f f n e s s m a g n i t u d e s , t r e n d s ,
tire
andranges of t i r e damping. I t may also be u s e f u l i n e s t i m a t i n g e f f e c t i v e
mass.

Langley Research Center

National Aeronautics and Space Administration
Hampton, VA 23665
May 5, 1980

14

APPENDIX
P I T C H AND TRANSLATIONAL MOTION ANALYSIS OF TEST APPARATUS

Intheanalysisofthis
report it is convenient t o d e r i v e t h e t o t a l s p r i n g
undamped n a t u r a lf r e q u e n c yr e l a t i o n c o n s t a n t k f r o mt h e simplest form o ft h e
ship

f =

'- .
k/m

21T

However, b e c a u s et h ec o n s t r a i n i n ga c t i o n

of t h e t i r e and c a b l e s

acts a b o v e t h e p l a t e n c . g . t h e p i t c h a n d t r a n s l a t i o n a l m o t i o n
of t h e p l a t e n
c o u l d couple and the frequency deviate from the simply determined value.
To show t h e e f f e c t o f t h e s e c o n d i t i o n s , e q u a t i o n s o f m o t i o n
are. p r e s e n t e d
forthetranslational
and pitchdegreesoffreedomofthe
t e s t apparatus,and
are analyzed.Effectsofparametricmotion
t h ea t t e n d a n tn a t u r a lf r e q u e n c i e s
are ignored. The t i r e a n dp l a t e n are r e p r e s e n t e ds c h e m a t i c a l l y
o ft h ec a b l e s
inthefollowingfigure:

Let

mass

base w i d t h o f p l a t e n

widthbetween

FV

t i r e v e r t i c a l load

oscillationfrequency

platenthickness

KC

extensional cable stiffness

total springconstant

kt

tire springconstant

cable l e n g t h

cables

15

APPENDIX

platen mass

platen
polar

platen
lateral

platen
attitude
pitch

circular
forcing

Dotsover

a symbol indicate a derivative w i t h respect to

moment
of

inertia

displacement

frequency
time.

- h5 e) - RF-V X

m x = -kt(x

JG = -d2Kc8

kt

2k

where
m(b2

J =

h2)

12

Forharmonicmotionof

frequency

W,

the two equationsyield

and

d 2Kc
w22 =

where ~1 is the uncoupled translational frequency of theplaten

and w2 the
pitching frequency. Even the uncoupled translational frequency i s shown t o
differ from the simple formof the frequency relation by a pendulum effect.

16

APPENDIX

For the parameter values of table

A1 the uncoupled frequencies are
= (18 188

35O)lI2 = 136.1

rad/sec

and

w2 = gLc)1/2

= 91 8.5 rad/sec

where
(kt/m)li2 = 134.9 rad/sec
These results indicate the negligible amount
of translational stiffening
1 percent) and show a large freattributed to the suspension system (about
quency separation between the two modes.
For the same parameter values the coupled equations yield

w1

= 1 36.0 rad/sec

and

w2 = 91 9.7 rad/sec
which differ only slightly from the uncoupled values.

Thus, little stiffness computation error can be expected from usage of th

simple frequency expression f =

Jk/m
2lT

......... .

APPENDIX

TABLE A1

.- VALUES

Parameter
b
d
FV

h
KC

kt

OF PARAMETERS USED IN ANALYSIS OF TEST APPARATUS

SI Units
66.0
61.0
177.9
13.2
14 870
31 52
293.6
173

cm
cm
kN
cm
kN/m
kN/m
cm
kg

U.S.

Customary Units

26 in.
24 in.
40 000 lbf
5.19 in.
84 91 0 lbf/in.
18 000 lbf/in.
115.6 in.
382 lbm

18

REFERENCES

1. Smiley, Robert F.; and Horne, Walter B.:

Mechanical Properties of Pneumatic
Tires With Special Reference to Modern Aircraft Tires. NASA TR R-64, 1960.
(Supersedes NACA TN 41 10.)
2. Tanner, John A.; McCarty, John L.; and Batterson, Sidney A.:
The Elastic
Response of Bias-ply Aircraft Tires to Braking Forces. NASA TN D-6426,
1971.

3. Collins, R.L.;
and Black, R.J.:
Studies. J. Aifcr., vsl. 6, no.

Tire Parameters for Landing-Gear Shimmy

3, May-June 1969, pp. 252-258.

4. Scanlan, Robert H.; and Rosenbaum, Robert: Introduction to the Study of

Aircraft vibration and Flutter. Macmillan Co., c.1951.
5 - Hurty, Walter C.;

and Rubinstein, Moshe F.:

Prentice-Hall, Inc., c.1964.

Dynamics of Structures.

19

1 1 1l 1 1l 1 1l I I1
l 11Ill1l1111l11l1l11l1l11111ll111l111~l11111111111111

TABLE I .

SUMMARY OF LATERAL DYNAMIC TEST CONDITIONS AND RESULTS

Test

P l a t e n mas! T i r ep r e s s u r c
- psi
1 bm
kPa
kg
225
100
102
689
"

1
2
3
4
5
6
7

9
10
11
12
13
14
15
16

965

17
18
19
20
21
22
23
24

1241

140

180

25
26
27
28
29
30
31
32

173

382

689

33
34
35
36
37
3a
39
40

965

41
42
43
44
45
46
47
48

1241

20

100

140

30

Nominal
v e r~ticaloac
"

1bf

kN

ooc
ooc
OOC
ooc

Frequencj
parameter
2
l/sec

a 506
9601
10 523
10 480
9986
9676
9563

Springconstan

kN/m
856
956
1038

Damping
factor

1b f / i n
4aaa
5457
5926
5831
5474
5224
5088

0.055
.053
.061
.061
.060
.059
.059

5884
6701
7001
6805
6637
6366
6200
5909
6242
7236
7725

E f f e c t i v e tire
ll

1bm

kg
13.9
11.3
7.8
6.5

30.7
24.9
17.2
14.3

5.4
6.1

11.9
13.5

.060
.061
.062
.063
.064
.066
.062
.060

3.2
4.3
3.2
a. 5
4.8
10.3
8.0
13.7

7.0
9.6
7.1
18.8
10.7
22.8
17.6
30.2

,058
.047
.050
.051
.051
.053
.055
.047

2.7
4.5
7.7
7.3
11.2
a. 9
7.4

6.0
10.0
16.9
16.1
24.7
19.7
16.3

22.2
44.5
66.7
89. c
111.2
133.4
155.7
177.9

5
10
15
20
25
30
35
40

22.2
44.5
66.7
89.0
111.2
133.4
155.7
177.9

5000
10 000
1 5 000
20 000
25 000
30 000
35 000
40 000

10 215
11 735
1 2 367
12151
11 982
11 635
11 470
11 089

22.2
44.5
66.7
89.0
111.2
133.4
155.7
177.9

5
10
15
20
25
30
35
40
5
10
15

000
000
000
000
000
000
000
000

10 a30
12653
13610
14215
14269
14269
14121
13 793

1353
1402
1396
1364
1350
1311

000
000
000
000
000
000
000
000

5516
6 036
6184
5914
5696
5676
5679

944
1026
1035
976
914
699
a1;7

5389
5861
5912
5575
5221
5131
5065

0.034
,031
.029
.030

13.9
11.3
7.8
6.5

30.7
24.9
17.2
14.3

.032
.032
,033

5.4
6.1

11.9
13.5

22.2
44.5
66.7
89.0
111.2
133.4
155.7
177.9

5 000
10 000
15 000
!O 000
!5 000
30 000
35 000
TO 000

6207
6903
7476
7408
7510
7209
7 113
6a45

io63
1172
1259
1235
1241
1176

.043
.03a
.040
.036
.039
.03a
,038
.037

3.2
4.3
3.2
a. 5
4.8
10.3

1093

6073
6692
7191
7053
7085
67 la
6553
6269

13.7

7.0
9.6
7.1
18.8
10.7
22.8
17.6
30.2

22.2
44.5
66.7
89.0
111.2
133.4
155.7
177.9

5 000
LO 000
L5 000
!O 000
!5 000
30 000
35 000
10 000

6286
7263
7831
7971
a 173
a 232

1077
1236
132 1
1333
1356
1354
1315
1326

6150
7068
7542
76 10
7741
7730
7510
7571

.051
.043
.047
.045
.045
.047
.044
.046

2.7
4.5
7.7
7.3
11.2
8.9
7.4

22.2
44.5
66.7
89.0
111.2
133.4
155.7
177.9

20
25
30
35
10

OOC

ono
00C

OOC

a oao
a 212

1021
959
915
891

1030
1173
1226
1191
1162
1115

1086
1035
1993

1267

1148

aooa

7970
7901
7745
7485

a. o

6.0
10.0
16.9
16.1
24.7
19.7
16.3

TABLE I.
Test

P l a t e n mas: T i r e p r e s s u r e
___

kg
536

49
50
51
52
53
54
55
56

___

Nominal
v e r t i 'c a l o a d

1bm

kPa

psi

kN

1182

689

100

22.2
44.5
66.7
89.0
111.2
133.4
155.7
177.9

5 000
10 000
1 5 000
20 000
25 000
30 000
35 000
40 000

22.2
44.5
66.7
89.0
111.2
133.4
155.7
177.9

5
10
15
20
25
30
35
40

22.2
44.5
66.7
89.0
111.2
133.4
155.7
177.9

5
10
15
20
25
30
35
40

57
58
59
60
61
62
63
64

965

65
66
67
68
69
70
71
72

1241

140

180

1b f

- Concluded

II r
Frequency
parameter

S p r i n gc o n s t a n t

Damp in g
factor

1839
2014
2088
2019

kN/m
974
1056
1083
1034

lbf/in.
5561
6028
6186
5904

0.037
.031
.029
.030

1897
1891
1907

944
929
925

5393
5304
5284

000
000
000
000
000
000
000
000

2014
2287
2432
2470
2426
2409
2347
2340

1066
1202
1268
1276
1240
1219
1173
1156

6097
6864
7239
7286
7082
6961
6701
6610

000
000
000
000
000
000
000
000

1/sec2

2414
2622
2746
2 784
2853
2777
2751

1270
1370
1424
1432
1457
1404
1378

7253
782 1
8131
8178
8x0
8017
7869

Effective tire
mi

1 bm

kg
13.9
11.3
7.8
6.5

30 :7
24.9
17.2
14.3

.033
.033
.034

5.4
6.1

11.9
13.5

.040
.032
.028
.026
.027
.028

3.2
4.3
3.2
8.5
4.8
10.3
8.0
13.7

7.0
9.6
7.1
18.8
10.7
22.8
17.6
30.2

.028

.029

.033
.028
.027
.024
.023
.024
.026

2.7
4.5
7.7
7.3
11.2
a. 9
7.4

6.0
10.0
16.9
16.1
24.7
19.7
16.3

21

TABLE 11.

rest

P l a t e n mas

- kg
73
74
75
76
77
78
79
80

102

1bm
__
225

~~

kPa
689

89
90
91
92
93
94
95
96
-

1241

psi
100

140

180

ANDRESULTS

YI Springconstan

Nominal
Frequent,
1 loac1 pa-ramete
kN
l/sec2
1bf
22.2
5 ooc
20 863
44. E 10 ooc
25090
66.7 1 5 OOC
27 340
89.C 20 ooc
27 340
111.2 25 OOC
27826
133.4 30 ooc
28325
155.7 35 ooc
29364
177.9 40 OOC
30 462

vert i

965

kN/m

1b f / i n

2117
2537
2754
2742
2780
2819
2912
3012

12091
14 486
15 729
15659
15a73
16 095
16630
17201

Dampin!
facto)

0.055
.053
.056
.058
.058
.060
.060

Effective t i r e

-I

kg

1bm

9.8
14.2
22.1
22.1
18.0
13.4
20.7

21.5
31.4
48.8
48.7
39.6
29.5
45.7

22.2
44.5
66.7
89.0
111.2
133.4
155.7
177.9

5
10
15
20
25
30
35
40

000

20 392

2069

11 816

000
000
000
000
000
000

28837
30 746
31326
31 772
31 772
31 622

2907
3090
3137
3170
3158
3131

16 GO1
17644
17913
18 104
18 034
17 G78

.062
.n72
060
.061
.063
.06o

7.8
16.0
15.3
10.6
15.5
17.0

17.3
35.2
33.7
24.3
34.2
37.5

22.2
44.5
66.7
89.0
111.2
133.4
155.7
177.9

5
10
15
20
25
30
35
40

000
000
000
000
000
000
000
000

18 657
24 881
28837
30 889
32850
34 830
34 830
35530

1892
2515
2907
3104
3292
3482
3470
3530

10 605
14364
16601
17 727
13 801
19886
19 1:16
20 155

.052
.053
.C61
,073
.068
.072
.071

18.7
9.3
7.8
12.8
21.9
16.4
25.9
11.7

41.2
20.6
17.2
28.3
48.3
36.2
57.2
25.9

22.2
44.5
66.7
89.0
111.2
133.4
155.7
177.9

5 000
10 000
15 000
20 000
!5 000
30 000
35 000
!O 000

12151
15328
16 958
17375
17683
17777
18 160
19281

2094
2632
2902
2962
3004
3008
3062
3244

11 955
15030
16574
16 917
17 153
17 '177
17 486
13 526

0.086
.057
.049
,067
,051
.048
.060
.051

9.8
14.2
22.1
22.1
18.0
13.4
20.7

21.5
31.4
48.8
48.7
39.6
29.5
45.7

5 000

11 803
15328
17 497
19175
19496
19496
19788
19788

2033
2632
2996
3274
3318
3306
3344
3332

11 611
15030
17 108
13 698
18 947
18 073
19097
19028

.094
.058
.054
.047
.050
.054
.057
.060

7.8
16.0
15.3
10.6
15.5
17.0

17.3
35.2
33.7
24.3
34.2
37.5

11 735
15178
17497
19 069
20 863
21 754
22 380
21857

2021
2606
2996
3256
3555
3697
3793
369 1

11 543
14882
17 107
18 593
20 300
21112
21 662
21075

.091
.060
.052
.046
.051
.044
.051
.057

18.7
9.3
7.8
12.8
21.9
16.4
25.9
11.7

41.2
20.6
17.2
28.3
48.3
36.2
57.2
25.9

ooc

173

382

689

105
106
107
108
109
110
111
112

965

113
114
115
116
117
118
119
120

1241

_L

SUMMARY OFFORE-AND-AFTDYNAMICTESTCONDITIONS

Tire pressure

81
82
83
84
85
86
87
88

97
98
99
100
101
102
103
104

22

100

.40

180

22.2
44.5
66.7
89.0
111.2
133.4
155.7
L77.9
22.2
44.5
66.7
89.0
111.2
133.4
155.7
177.9

LO 000

15 000
!O 000

!5 000
30 000
35 000
10 000

5 000
10 000
15 000
10 000

'5 000
!O 000
)5 000
I@
000

..

.. .

.~

"

TABLE 11.

Test

Platen mass

Tirepressure
~~

psi

Nominal
vert ci
kN
1bf
load

1 bm

kPa

1182

689

100

22.2
44.5
66.7
89.0
111.2
133.4
155.7
177.9

129
130
131
132
133
134
135
136

965

140

137
138
139
140
141
142
143
144

1241

180

kg
121
122
123
124
125
126
127
128

536

- Concluded

il

Frequency
parameter
l/sec 2

Spring constant
kN/m

lbf/in.

Damping
factor

Effective t i r e
L

1 bm

5
10
15
20
25
30
35
40

000
000
000
000
000
000
000
000

3 889
4 807
5 338
5513
5 551
5685
5 748
6 092

2073
2553
2826
2907
29 16
2976
2997
3170

11 839
14581
16138
16604
16 6 5 1
16992
17115
18 100

0.062
.058
.057
.057
,058
.057
.061
.059

22.2
44.5
66.7
89.0
111.2
133.4
155.7
177.9

5
10
15
20
25
30
35
40

000
000
000
000
000
000
000
000

3 782
4794
5496
5962
6 169
6227
6 149
6207

2016
2546
2911
3 148
3247
3266
32 12
3231

11 511
14541
16622
17 979
18 543
18 652
18 343
18452

.066
.057
.051
.050
.052
.055
.057
.052

22.2
44.5
66.7
89.0
111.2
133.4
155.7
177.9

5
10
15
20
25
30
35
40

000
000
000
000
000
000
000
000

3 948
4 741
5464
5907
6366
6 531
6658
6724

2105
25 18
2894
3119
3353
3429
3485
3508

12019
14379
16524
17 810
19147
19583
19902
20035

,069
.057
.052
.050
.048
.049
,048
.057

23

TABLE 111.

SUMMARY

OF STATICTESTCONDITIONS

AND RESULTS

S p r i n gc o n s t a n t
v e r t i c a l 1oad
~~

kN/m

i lhf/in.

Damping
factor

Lateral

~.

1
2
3
4

689

5
6
7
8

965

9
10
11
12

1241

100

180

22.2
44.5
89.0
177.9

5
10
20
40

000
000
000
000

22.2
44.5
89.0
177.9

5
10
20
40

000
000
000
000

22.2
44.5
89.0
177.9
- ".

5
10
20
40

000
000
000
000

~~

83 1
930
919
82 6

748
309
248
717

0.035
.033
.032
031

895
1055
1127
966

5113
6025
6436
5 517

.041
.038
033
.036

9 14
1086
1265
12 10

5 217
6 200
7226
6 911

4
5
5
4

.
..033
032
.030
.029

Foreand

aft
~~

24

5
10
20
40

000
000
000
009

1632
2042
2289
2598

9 321
11 663
13074
14834

0.050
039
.039
,041
.051
.041
039
-039

13
14
15
16

689

100

22.2
44.5
89.0
177.9

17
18
19
20

965

140

22.2
44.5
89.0
177.9

5
10
20
40

000
000
000
000

1460
1949
2413
2636

8335
11 129
13780
15052

21
22
23
24

1241

22.2
44.5
89.0
177.9

5 000
10000
20 000
40 000

1442
195 1
2583
2913

8 234
11 139
14748
16 632

048
.047
.037
039

180

TABLE IV.

- VALUES OF VERTICAL TIRE DEFLECTION

Tire pressure

Vertical t i r e
deflection

Verticalload

psi

kN

100

22.2
44.5
66.7
89.0
111.2
133.4
155.7
177.9

5
10
15
20
25
30
35
40

000
000
000
000
000
000
000
000

2.39
4.24
5.84
7.24
8.56
9.90
11.30
12.65

0.94
1.67
2.30
2.85
3.37
3.90
4.45
4.98

965

140

22.2
44.5
66.7
89.0
111.2
133.4
155.7
177.9

5
10
15
20
25
30
35
40

000
000
000
000
000
000
000
000

1.90
3.35
4.67
5.84
6.91
7.92
8.89
9.83

.75
1.32
1.84
2.30
2.72
3.12
3.50
3.87

1241

180

22.2
44.5
66.7
89.0
111.2
133.4
155.7
177.9

5
10
15
20
25
30
35
40

000
000
000
000
000
000
000
000

1.75
3.17
4.37
5.41
6.30
7.14
7.95
8.74

.69
1.25
1.72
2.13
2.48
2.81
3.13
3.44

kPa

689

cm

1bf

... . ... .

in.

25

i1

6411.1

Figure 1.-

26

Test apparatus and test t i r e .

2000

1500
E

1000

500

vn

P O

2
r"

m
L
W

m
L

+
m

aJ

.v
m

_J

_J

-2

-500

-4
-1000

-6

- 1500
I

-8

-.6

-.4

-.2

-2000

.2

.4

J
.6

Lateral displacement, cm
-.24

-.16

-.oa

0
Lateral displacement,

.oa

~-

.16

.24

in.

(a)Lateraldirection.
Figure 2.- Typical static force-displacement curves.

27
C

16

3600

12

2400
8

1200 +
n

aJ
V

0
+

0
+

4-

rd
I

-0

5
I

aJ
0

aJ

-4

LL

.1200
-8

/ //

-2400

-12

,3600

-16

-.24

-.4

-.16

-.2
0
e 2
F o r e - a n d - a f td i s p l a c e m e n t ,

0
.08
F o r e - a n d - a f td i s p l a c e m e n t ,

F i g u r e 2.

Concluded.

.4

.6

.16

cm

-.08

(b) F o r e - a n d - a f td i r e c t i o n .

28

rd
I
-0
S

S
5

%
c,

in.

24

LL

Time code

0.10 sec

Figure 3.- Typical dynamic test time h i s t o r i e s .

Tire pressure,
kPa ( p s i )

"-

1241 (180)

'
0

'
2
l -

'd

_/d

Platenmass,

102 kg ( 2 2 5 1bm)

"U"

-"J

/
I

n
n

Platenmass,173

kg (382 lbm)

" & - - - ~"0

---g-"a--~
A

Platenmass,

60

30

536 kg (1182 lbm)

90

Verticalload,
I

110

Figure 4.-

20

Vertical load,

150

120

180

kN
I

30

40 x lo3

1bf

Variation of l a t e r a l frequency parameter w i t h vertical loading for

three values of platen mass and t i r e pressure.

30

Tire pressure,
kPa ( p s i )

689 (100)
965 (140)
1241 ( 1 8 0 )

-=
: 8

10

16 x lo2

30

60

1
90

Verticalload,

L
0

1
10

I
150

120

I
180

kN

20

30

I
40 x l o 3

Vertical l o a d , l b f

(a) D y n a m i c t e s t s .

31

Tirepressure,
kPa (psi)

0
"

-0

16 x lo2

"

1~
60

30

689 (100)
965 (140)
1241 ( 1 8 0 )

120

90

10 x l o 3

150

180

Vertical l o a d , kM

I
0

10

20

Vertical l o a d , l b f

(b) S t a t i c tests.
Figure 5 . - Concluded.

32

30

40 x l o 3

10 x lo3

1 6 x 10'

Tire pressure,
kPa (psi )

689 (100)

"_

9
Vertical tire deflection, cm
I

2
3
4
Vertical tire deflection, in,

12

15
1

J
6

( a ) Dynamic tests.
Figure 6.- Variation of l a t e r a l s p r i n g c o n s t a n t w i t h t i r e p r e s s u r e
and v e r t i c a l
tiredeflection.Springconstantvaluesaveraged
from dynamic tests using
three platen masses.

33

16 x 10

Ti re pressure,
kPa (psi)

689 (100)

1
6

3
Vertical tire deflection, cm
ii

Vertical tire deflection,

4
in.

(b) S t a t i c tests.
F i g u r e 6 . - Concluded.

34

12

15
1

T i re p r e s s u r e ,

kPa ( p s i )

689(100)

Platenmass,102

-17""-

Platenmass,

173 kg (382lbm)

Platenmass,536

120

90

L~
0

30

60

10

I
V e r t i c al o a d ,
1
20

kg (225lbm)

kg (1182lbm)
I

150

180

kN

I
30

J
40 x l o 3

V e r t i c a ll o a d ,l b f

Figure 7 . - Variation of fore-and-aftfrequency

parameter w i t h v e r t i c a l l o a d i n g
forthreevalues
of p l a t e n mass and t i r e p r e s s u r e .

T i r ep r e s s u r e ,
kPa ( p s i )

40 x lo2

24

689 (100)
965 (140)
1241(180)

- -0

-0-

18--/

30

60

90
V e r t i c allo a d ,

10

(a) Dynamic tests.

F i g u r e 8.-

36

I
180120

-I

150

kN

20

Verticaload,

30

40 x

lo3

lbf

Springconstantvaluesaveragedfrom
t h r e e p l a t e n masses.

Variationoffore-and-aftspringconstantwith
and v e r t i c a l l o a d i n g .

tests u s i n g

t i r e pressure

24 x
40 x l o 2
Tirepressure,
kPa ( p s i )

E
z

0
32

[7

"

"-

689 (100)
965 (140)
1241 (180)

"-

c,
S
5

"-0

"

4J
v)

5.

24

m
C

.r

L
Q
v)

16

5
I
-0

C
5
I

aJ

30

60

1
90

Verticalload,
L.
0

10

120

150

180

kN
I

20

30

Verticalload,

I
40 x lo3

lbf

(b) S t a t i c tests.
Figure 8.-

Concluded.

37

40 x IO2

Tire pressure,
kPa (psi)

"-8
1

1
9

"

I
1

L.
2

689 (100)
965 (140)
1241 (180)

12

Vertical tire deflection,

0

15

crn

-I

Vertical tire deflection, in.

( a ) Dynamic tests.
Figure 9.- Variation of fore-and-aft spring constant
w i t h t i r e pressure
and verticaltiredeflection.
Spring constantvalues averaged from
dynamic t e s t s u s i n g three platen masses.

38

32 x l o 2

- -0

T i r ep r e s s u r e ,
kPa ( p s i )

689 (100)

0 965

"

1
3

9
V e r t i c a lt i r ed e f l e c t i o n ,

V e r t i c a lt i r ed e f l e c t i o n ,

(140)

- 0 1241 (180)

"_

12

15

cm
4
in.

(b) S t a t i c t e s t s .
Figure 9.- Concluded.

Platen mass,

Platen mass,

Platen mass,

102 kg (225 1 bm)

173 kg (382 lbm)

536 kg (1182 1 bm)

Tirepressure,
kPa ( p s i )

Ti re pressure,
kPa ( p s i )

Tirepressure,
kPa ( p s i )

'0
'a

\o

dd

689 (100)
965 (140)
1241 (180)

689 (100)
965 ( 1 4 0 )
w 1 2 4 1 (180)

Oo8

"_

I.

1
30

180

60

150 90

~"

1
I
- J

Verticalload,
1
20
0

689 (100)
965 ( 1 4 0 )
I 2 4 1 (180)

120

kN

30

10

40 x l o 3

Verticalload,lbf

(a) Dynamic tests.

Figure 10.- Variation of l a t e r a l damping factor with platen mass,
t i r e pressure, and vertical loading.

40

.08

T i r ep r e s s u r e ,
kPa ( p s i )

L
0

c,

u
m
cc

.06

689 (100)
965 (140)
1241 (180)

.04

r"

.02

0
1

- - "
-

30

60

1
10

~~

1
120

90

V e r t i c al o a d ,
1
20

150

180

kN

I
30

I
40 x l o 3

V e r t i c a l o a d l, b f

(b) S t a t i c tests.

Figure 1 0 . - Concluded.

41

P l a t e n mass,
102 kg (225 1 bm)

mass,
Platen

p rTpeirsTreseisursreue r, e ,
kPa ( p s i )

b
h
y>

P l a t e n mass,
536 kg (1182 1 bm)

173 kg (382 1 bm)

T i r ep r e s s u r e ,
kPa ( p s i )

kPa ( p s i )

d
689 (100)
d
965 (140)
w 1 2 4 1 (180)

689 (100)
965
(140)
(180)
1241

17

689 (100)
965 (140)
1241 (180)

.10

.08

0
c,
V

m
+
(5,

.f .06
Q

fa

-0

c,
+
fa
I

.04

fa
I

a,

L
0
LL

.02

30 180

I
60

150

90

120

Verticaload,

L
0

I ,

I
10

kN

20

Verticalload',

I
30

I
40 x 103

1b f

(a) Dynamic tests.

Figure 11

42

.-Variation of

fore-and-aft damping factor w i t h platen mass,

t i r e pressure, and vertical loading.

.08

Tire pressure,
kPa ( p s i )

L
0
c,
0

.06
1241(180)

n
E

-o
42

.04

30

90

60

Vertical load,

1
0

10

20

Vertical load,

150

120

180

kN
I

30

I
40 x l o 3

lbf

(b) S t a t i c tests.
Figure 1 1

.- Concluded.

43

No.
1. Report

2. Government
Accession

3. Recipients C a t a l o g No.

No.

NASA TP-1671

4. Title and Subtitle

TIRE STIFFNESS AND DAMPING DETERMINED FROM

STATIC AND FREE-VIBRATION TESTS
7. Author(4

Report

5. Report Date

8. Performing

Organization

Robert K. Sleeper and Robert C. Dreher

No.

L-13500

10. Work Unit No.

9. Performing OrganizationNameandAddress

505-44-33-01
~~~~

11.Contract

Langley Research Center

Hampton, VA 23665
NASA

13.Type
Name

Agency
2. Sponsoring

or Grant

No.

of Report and Period Covered

Technical Paper

Address

National Aeronautics and Space Administration

Washington, DC 20546

14. SponsoringAgency

code

5. Supplementary Notes

16. Abstract

S t i f f n e s s anddamping ofa nonrolling t i r e a r e determined experimentally fran both

s t a t i c force-displacement relations and the free-vibration behavior of
a cablesuspended platenpressedagainst
t h e t i r e periphery. Lateral andfore-and-aft
spring constants anddamping factors of a 49 x 17 s i z e a i r c r a f t t i r e or d i f f e r e n t
t i r e pressures and v e r t i c a l loads are measured a s s m i n g a rate-independent damping
form. Inaddition, a technique is applied for estimatingthe magnitudeof the
t i r e mass which p a r t i c i p a t e s i n t h e v i b r a t o r y
motion of t h e dynamic tests. R e s u l t s
show that both the l a t e r a l and ore-and-aft spring constants generally increase
w i t h t i r e pressure but only the
l a t t e r increased significantly with vertical
tire
loading. The fore-and-aftspringconstants
were greaterthan those i n t h e l a t e r a l
direction. The static-spring-constantvariations were similar t o the dynamic
variationsbutexhibited
laver magnitudes. Damping was small and insensitive t o
t i r e loading.Furthermore,
s t a t i c damping accounted for a significant portion of
t h a t found dynamically.Effective
t i r e masses were also small.

17. Key(Suggested
Words

assified

Author(s)
by

Distribution
Statement
18.

Tires
T i r e vibration
Tire damping
Tire spring constant
19. Security Qassif. (of this report)

Unclassified

Unclassified

20. Security
Classif.

(of this p a g e )

Unlimited

Subject Category 03
21. ,;of

P-

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NASA-Langley,1980

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