NASA
Technical
Paper
2195
1983
TemperatureDistribution
inanAircraftTire
at Low GroundSpeeds
National Aeronautics
and Space Administration
Scientific and Technical
Information Branch
1983
SUMMARY
INTRODUCTION
Becauseof t h et r a n s i e n tn a t u r e of t h e i r s e r v i c e r e q u i r e m e n t s , a i r c r a f t tires
o p e r a t e under s u b s t a n t i a l l y h e a v i e r l o a d i n g s and g r e a t e r d e f l e c t i o n s t h a n t i r e s f o r
o t h e rv e h i c l e s .T y p i c a l l y , an a i r c r a f t t i r e must c a r r y a l a r g el o a df o r a relatively
s h o r t p e r i o d of time during both takeoff and l a n d i n g , a n d t h e h e a t g e n e r a t e d w i t h i n
thetireduringtheseoperations i s normallyallowed t o d i s s i p a t e p r i o r t o thenext
usecycle. With t h i sd e s i g np h i l o s o p h y ,a na i r c r a f t t i r e c a nc a r r yf a rg r e a t e rl o a d s
thanthosethat would normallybe carriedincontinuousservice where the temperature
buildup must be c o n t r o l l e d due t o l o n g - t e r m m a t e r i a l s t r e n g t h and f a t i g u e l i m i t a -
tions.Thisphilosophyhasobviously been a good one asevidenced by thethousands
of a i r c r a f t t i r e s c u r r e n t l y i n s a t i s f a c t o r y s e r v i c e . A majorshortcoming of t h i s
designphilosophy, however, i s t h a t it canbeoverextended t o allowtemperaturesto
b u i l d up t o dangerouslevels which may damage thematerialsinvolved(cord-rubber
m a t r i x ) and e v e n t u a l l y l e a d t o t i r e f a i l u r e . One c o n d i t i o n which can p r e c i p i t a t e
such a f a i l u r e i s t h e l e n g t h y t a x i d i s t a n c e s r e q u i r e d a t some a i r p o r t s between t h e
t e r m i n a l and t h e runway. During t h e s e l o n g t a x i r u n s p r i o r t o t a k e o f f t h e t i r e can
generateconsiderableheat which may becoupledwithhigh tire stresses since the
a i r c r a f t i s o p e r a t i n g a t i t s h e a v i e s tl o a d . A s i m i l a rt i r et e m p e r a t u r e / s t r e s sc o n d i -
tion develops when one t i r e on a d u a l o r a dual-tandem l a n d i n g g e a r f a i l s t h e r e b y
o v e r l o a d i n gt h er e m a i n i n gt i r e ( s ) on t h e same gear. This c o n d i t i o n i s d i s c u s s e d i n
d e t a i li nr e f e r e n c e 1. Inanotherscenario,temperatures may b ej u s th i g h enough t o
cause a slow h e a t d e g r a d a t i o n t o t a k e p l a c e and r e n d e r t h e t i r e u n f i t f o r t h e multi-
pleretreadingnormally done on a i r c r a f t t i r e s .
"
stress andtemperatureduring a l l ground o p e r a t i o n a lp h a s e s of an a i r c r a f t tire. To
meet t h i s need, a r e s e a r c h program w a s i n i t i a t e d by NASA t o p r e d i c t andmeasure t h e
temperature distribution within an aircraft tire to aid in defining the strength and
f a t i g u e l i m i t a t i o n s of t h e t i r e c a r c a s s s t r u c t u r e .
SYMBOLS
d driosltlai nn cge
T t i r e carcass
temperature
V speed
ground
6 t i r e v e rdt ei cf lael c t i o n
(4 yaw angle
Tiresand Thermocouple I n s t a l l a t i o n
2
Ground Test Vehicle and Instrumentation
Test Technique
The t e s t i n g t e c h n i q u e i n v o l v e d d r i v i n g t h e ground v e h i c l e a t t h e d e s i r e d t e s t
speedthelength of anapproximately 2743 m (9000 f t ) a s p h a l t runway a t t h e Wallops
Flight Center while monitoring the temperatures and loadings sensed by t h e i n s t r u -
mented t e s t t i r e i n a d d i t i o n t o t h e v e h i c l e s p e e d and d i s t a n c e . Datawere acquired
with the tire freely rolling, yawed r o l l i n g , and a t f i x e d s l i p r a t i o s t o s i m u l a t e
b r a k e dr o l l i n gc o n d i t i o n s . The t i r e was t e s t e d a t d e f l e c t i o n s of 25, 30, and 35 per-
c e n t which b r a c k e t t h e nominal a i r c r a f t t i r e o p e r a t i o n a l d e f l e c t i o n of 32 p e r c e n t .
For t h e s e t e s t s , t h e t i r e was loaded t o a nominal 18 kN (4000 l b ) and t h e i n f l a t i o n
p r e s s u r e w a s a d j u s t e dt oy i e l dt h ed e s i r e dd e f l e c t i o n s . Those i n f l a t i o n p r e s s u r e s
w e r e 0.86, 0.67, and 0.50 MPa (125, 97, and 73 p s i ) . To s i m u l a t ea i r c r a f tt a x i
c o n d i t i o n s , a l l t e s t i n g was conducted a t a nominalgroundspeedof 32 km/hr (20 mph)
e x c e p t f o r one series where thespeedrange w a s i n c r e a s e d t o 80 km/hr (50 mph).
3
twice with the tire yawed both clockwise and counterclockwise to obtain temperat
data on both sides of the tire and thus complete the temperature profile picture
For such repeat runs, the tire was cooled between runs by spraying it with coo
until the thermocouples registered temperatures which closely approximated initial
values.
4
T h e s el o w e rc e n t e r - l i n et r e a dt e m p e r a t u r e ss u g g e s tt h a tt h e r e i s less t r e a d
scrubbing along the center line than along the adjacent tread stations and this trend
may be a f u n c t i o n of t h eb i a s - p l yc o n s t r u c t i o n of t h e t i r e . Theselower center-
l i n e t e m p e r a t u r e s may a l s o be influenced by f o o t p r i n t b e a r i n g p r e s s u r e d i s t r i b u t i o n s ,
which t e n d t o be lower a l o n g t h e t r e a d c e n t e r l i n e t h a n a t other tread locations
( r e f .7 ) .
A sketchillustratingthecompletetemperatureprofilefortheextendedroll
test c o n d i t i o n i s p r e s e n t e d i n f i g u r e 6 ( c ) . The equilibriumtemperature of t h e t i r e
i n n e r w a l l from s t a t i o n B t o s t a t i o n E i s above 121OC (250OF) which c a n l e a d t o
premature t i r e f a i l u r e s( r e f . 2). The t e m p e r a t u r ec o n t o u rl i n e si nt h i ss k e t c ha n d
a l l subsequenttemperatureprofilesketchesrepresent a hand f a i r i n g of t h e thermo-
coupledata.
E f f e c t of T i r e D e f l e c t i o n
To e x p l o r e t h e i n f l u e n c e o f t i r e d e f l e c t i o n on temperaturebuildup i n t h e c a r -
c a s s , a s e r i e s of t e s t s wererunwith a f r e e r o l l i n g t i r e , a braked t i r e , and a yawed
t i r e , each a tv a r i o u sd e f l e c t i o nv a l u e s . For t h e s e t e s t s t h e d i f f e r e n t d e f l e c t i o n s
were o b t a i n e d by changingthe t i r e i n f l a t i o n p r e s s u r e w h i l e m a i n t a i n i n g t h e nominal
18 kN ( 4 0 0 0 l b )v e r t i c a ll o a d i n g . The r e s u l t s of t h o s et e s t sa r ed i s c u s s e di nt h e
paragraphs which follow.
5
I
-
Yawed tire. Differences in temperature buildup to duechanges in the deflection
of a yawed tire are presented in figure 9. Data are provided for a tire operatingat
a yaw angle of 6 O and deflected 25 and35 percent of its cross-sectional height. The
comparison is made after the tire had traveled a distance of (7000 2134 ft).
m The
tire temperature data for the entire carcass cross section are presented in fig-
ures 9(a) and (b) to illustrate lossthe of symmetry in the temperature profile due
to the yaw angle, and the temperature contour sketches are shown in figure 9(c).
The temperatures in the tire sidewall and shoulder totendbe greater for the higher
vertical deflections as expected, but along the carcass midline (row 2) in the
vicinity of the tread, the opposite trend was observed.
6
readily apparent from the figure that increased slip ratios increase tire tempera-
tures in the tread area and this buildup is greatest at or near the outer surface
Effect of Speed
CONCLUDING REMARKS
The results from this investigation indicate that the temperatures thealong
inner wall of the freely rolling tires were greater than those near the outer sur-
face. The effect of increasing the tire deflection was to increase the temperature
within the shoulder and sidewall areas of the tire carcass. The effect of cornering
(yaw angle effects) and braking (slip ratio effects) was to increase the tire tread
temperature. For taxi operations at fixed yaw angles the temperature profiles were
not symmetric. Increasing the ground speed produced only moderate increases in the
tread temperature, whereas the tire sidewall temperatures were essentially
unaffected. Finally, the trends observed in this study suggest that the primary
heat
source for the tire shoulder, sidewall, and bead areas is associated with the damp
characteristics of the tire materials and the primary heat source for the tread area
is associated with the generation of friction forces
in'the contact region.
7
RE3'ERENCES
2. Conant, F. S.: Tire Temperatures. Rubber Chem. Technol.,vol. 44, no. 2, 1971,
pp. 397-439.
3. Clark, Samuel K.; and Dodge, Richard N.: Heat G e n e r a t i o ni nA i r c r a f t Tires Under
Free RollingConditions. NASA CR-3629, 1982.
6. McCarty, John L.; Yager, Thomas J.; and R i c c i t i e l l o , S. R.: Wear, F r i c t i o n , and
T e m p e r a t u r e C h a r a c t e r i s t i c s of a n Aircraft Tire Undergoing Braking and
Cornering. NASA TP-1569, 1979.
8
Station A B
Row 1 2 3
L-83-95
Figure 2.- Ground test vehicle.
9
L-83-96
Figure 3.- Tire test fixture showing major components.
683-97
Figure 4.- Close-up of test tire showing thermocouple connections through
slip ring assembly.
Station 4 00
2 00
A
"- B
"- C
""""
D
""
E
150 ""- F 3 00
100
200
T, OC
T, OF
""""
100
I I
Row 1
I I I
I Row 2
I
I I I
Row 3
I I I
0 .5 1 1.5 2 2.5 0 .s 1 1.5 2 2.5 0 .5 1 1.5 2 2.5
Distance,km Distance,km Distance,km
0
1 I 1 I
0 .5 1 1.5 0 .5 1 1.5 0 .5 1 1 .s
Distance,mi Distance,mi Distance,mi
6 = 30 percent;
Figure 5.- Temperature buildup with distance traveled for selected test conditions.
3, = 00; S l i p ratio = 0; V = 32 km/hr (20 mph).
175 350
150 300
125
100
d 250
200 T, OF
T, OC
75
150
50
100
25
Figure 6.- Tire equilibrium temperature distribution. 6 = 30 percent; 3, = 00; slip ratio = 0;
V = 32 h / h r (20 mph); d > 24 384 m (80 000 ft).
175 350
150
300
/o
0
0
’
125
250
100
200 T, OF
T, OC
75
150
50
100
25
Sta. A Sta. B Sta. C Sta. D Sta. E Sta. F
50
0 ‘ U u u u l”l u
1 2 3 1 2 3 1 2 3 1 21 321 32 3
Row Row Row Row
Figure 6. - Continued.
OC (OF)
I'
79 t o 93(175 t o 200) -: >135
(>275)
",
Figure 6. - Concluded.
15
6, % 350
175
425
-"-CI 30
""4 35
150 300
12s 250
100
200 T, OF
T, OC
75 - Q \
\
\ R 9 \
150
\
so ~ \ 0
100
- -
\ / \
25 kl
Row 1 Row 2 R-OW 3
50
0 L- A B C I I E F A B C D E F
A B C D E F
Station Station Station
Figure 7.- Effect of tire deflection on temperature distributionin free rolling tire. JI = Oo;
Slip ratio = 0; V = 32 h / h r (20 mph); d = 1524 m (5000 ft).
175 r
150 -
I
125 -
I 100 L 0 0\ 2 0 0 T,
0
F
\
c=
T, OC \
\ \
75 - \
\
\
\
\
I
50 - 4
0-
25 -
loo
Sta. A Sta. B Sta. C Sta. D Sta. E Sta. F J 50
0- u u u u u u
1 2 3 1 2 3 1 2 3 1 2 3 1 2 3 1 2 3
Row Row Row Row Row Row
(b) Through t i r e c a r c a s s .
Figure 7. - Continued.
4'7 ( ~ 8 0 )
27 t o 38 ( 8 0 t o 100)
38 t o 49 (100 t o 120)
49 t o 60(120 t o 140)
60 t o 7 1 (140 t o 160)
71 t o 82 (160 t o 180)
>82(>180)
6 = 35 percent
Figure 7. - Concluded.
18
6, %
175 r 4 25
30
350
""*
--"-o
35
150 t 300
250
100 -
200 T, OF
T, OC I
75 -
150
50 -
100
- Row 1
R B C D f f
Station
Row 2
R B C D E F
Station
(a) Around tire meridian.
- Row 3
R B C D E F
Station
50
350
175
6, %
4 25
--4 30
I
300
"_" 0 35
lSO P
P d/
iI
125 250
/d
T, OC
100
75
I
r5 d
0
7
o"n
\
B 9
\
\
7'\
\
$*
9
\
9
\
\
150
50
25
Sta. A Sta. B Sta. C Sta. D Sta. E
e
6,
Sta. F
100
i 50
0 - L U u u u u u
1 2 3 I 2 3 1 2 3 1 2 3 1 2 3 1 2 3
Row Rod Row Row Row Row
(b) Through tire carcass.
Figure 8. - Continued.
0
(OF)
hl
hl
6, %
- Direction of corneringforce
425
"-0 35
175 350
T,OC
150
125
100
75
50
0-d
J?
\
\
& -0
300
250
200
150
T,'F
-
100
25
Row 1 Row 2 Row 3 50
0 .- uu u11111
F E D C B A B FC E DD E CF B A B FC E DD E CF B A B C D E F
Station Station
175 -
- Direction of corneringforce
I
350
150 -
1
300
9
125
4
\ F \ 250
100
d - 200
T,OC 4 \
d T,OF
\
15 9
50
25
t D
A --
150
loo
Sta. F Sta. E Sta. D Sta. C Sta. B Sa. A Sta. B Sta. C Sta. D Sta. E Sta. F ] 50
0 - u u u u u u u u u u
1 2 3 1 2 3 1 2 3 1 2 3 1 2 3 1 2 13 2 3 1 2 13 2 3 1 2 3 1 2 3
Row Row Row Row Row
Row Row Row Row Row Row
I - Direction of corneringforce
175
150
125 - 250
100
200
T, OC
T, OF
75
150
50
100
25
50
0
F E D C B A B C D E F F E D C B A B C D E F F E D C B A B C D E F
N
VI I
175
- Direction of cornering force
350
0
150 300
125 250
00-aQ
100 at 4 ?\
\
200 T,OF
T,C'
15 Q 150
50
100
Sta. E Sta. D Sta. C Sta. 6 Sta. A Sta. B Sta. C Sta. D Sta. E Sta. F 50
u u u w u !-"-I u u u
1 2 13 2 3 1 2 3 1 2 3 1 2 3 1 2 3 1 2 3 1 2 3 1 2 13 2 13 2 3
Raw Row Row Row Row Row Raw Row
Raw Row Row
( b ) Through t i r e c a r c a s s .
<52(<125)
52 t o 66 (125 t o 150)
66 t o 79(150 t o 175)
79 t o 93(175 t o 200)
>121(>250)
n n
27
N
a
125 250
0
100
200 1, OF
T, OC
75
150
50
b 100
-
25 - -
Row 1 Row 2 Row 3
50
C -- "
R B C D E F R B C D E F R B C D E F
Station Station Station
(a) Around tire meridian.
.I
350
0
0 Slip ratio
I
I
I
4 0
I
I -4 .05 300
I
I ""- 0 .lo
I
I
I
125 - I
I
I
I
250
I
I
I
I
d m, 0 A',
- /
/
d
f '
0
0 200 T, OF
75
2
50
25
-
-
pi, 150
100
1-11 <49 ( a 2 0 1
60 t o 7 1 (140 t o 160)
slip r a t i o = 0.05
7 1 t o 82 (160 t o 180)
,= 82 t o 93 (180 t o 200)
'104 ('220)
S1 i p r a t i o = 0.10
(c) S k e t c h i l l u s t r a t i n g c o m p l e t e t e m p e r a t u r e p r o f i l e .
150 300
125
250
100
- 200 T, OF
TI OC
75
- 150
50
- 100
25
0 .-
A B
Row 1
C D
Station
E F
1
L- A
ROW 2
B C I I E F -
- Row 3
R B C D
StationStation
E F
V, kml hr (mph)
" + (20)32
150 300
--"u 48 (30)
- "0 64 (40)
""- A 80 (50)
125 250
100
200 T, OF
T, OC
75
1-50
so
100
25
93 t o 104(200 t o 220)
60 t o 7 1 (140 t o 160)
17 1 t o 82 (160 t o 180)
Figure 12 .- Concluded.
33
. "" . .
iB
1. Report No. 2. Government Accession No. 3. Recipient's C a t a l o g No.
NASA TP-2195
4. Title and Subtitle 5. Repon Date
August1983
TEMPERATUREDISTRIBUTION I N AN AIRCRAFT TIRE AT LOW 6. Performing Organization Code
GROUND SPEEDS 505-45-23-01
7. Author(s1 8. Performing Organization Report No.
-15605
JohnLockeMcCartyandJohn A. Tanner
, 10. Work Unit No.
9. Performing Organization Name and Addresr
NASA L a n g l e yR e s e a r c hC e n t e r
Hampton, VA 23665
I
11. Contract or Grant No.
15. SupplementaryNotes
16. Abstract
An e x p e r i m e n t a ls t u d y was c o n d u c t e d t o d e f i n e t e m p e r a t u r e p r o f i l e s o f 22 X 5.5,
type V I I , b i a sp l ya i r c r a f t t i r e s s u b j e c t e d t o f r e e l y r o l l i n g , yawed r o l l i n g ,a n d
l i g h tb r a k i n gc o n d i t i o n s .T e m p e r a t u r e sa l o n gt h ei n n e r w a l l of f r e e l y r o l l i n g t i r e s
were g r e a t e rt h a nt h o s en e a rt h eo u t e rs u r f a c e . The e f f e c to fi n c r e a s i n g . tire
d e f l e c t i o n w a s t oi n c r e a s et h et e m p e r a t u r ew i t h i nt h es h o u l d e ra n ds i d e w a l l areas o f
t h e t i r e carcass. The e f f e c to fc o r n e r i n ga n db r a k i n g w a s t oi n c r e a s et h et r e a d
t e m p e r a t u r e .F o rt a x io p e r a t i o n s a t f i x e d yaw a n g l e s ,t e m p e r a t u r ep r o f i l e s were n o t
symmetric. I n c r e a s i n gt h eg r o u n ds p e e dp r o d u c e do n l ym o d e r a t ei n c r e a s e si nt r e a d
t e m p e r a t u r e ,w h e r e a st e m p e r a t u r e si nt h ec a r c a s ss h o u l d e ra n ds i d e w a l l w e r e essen-
tiallyunaffected.
19. Security Classif. (of this report) 20. Security Classif. (of this page) 21. No. of Pages 22. Rice
Unclassified Unclassified 34 A0 3