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Failure of aircraft tires is a common cause for aviation accidents, whose results range from abnormal taking-off and landing process to fatal air crashes. Those consequences should not be neglected; hence, an authentication of airworthiness is necessary for the development of new aircrafts. Failure of aircraft tires can be caused by numerous factor...
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Citations
... Michelin was hit with considerable criticism in 2012, following a series of tire blowouts of its LTX M/S2 truck tires. Michelin recalled nearly 100,000 tires, fearing that the product would blow out under a heavy load [19]. ...
Tires are important components of vehicles and the force between the vehicle and the ground is transmitted through the tires. So, they have a significant effect on the vehicle’s performance such as ride, traction, braking, and handling. Traditional tire design is mainly based on theoretical design, which is heavy in workload, long in time consumption, high in cost, and low in accuracy, and is difficult to fulfill the demands of fast expansion of the tire industry. With the advancement of finite element analysis (FEA), finite element simulation models have been widely used in tire mechanics research to predict tire behavior, to refine design of tires and improve tire safety, performance, and durability. This comprehensive review presents recent developments in finite element technology which have high potential for application to tire failures and better understanding of modeling needs of tires.
... Tyres crucially contribute to the safety and reliability of an aircraft and are one of the common causes of fatal accidents. 1 Owing to the key role tyres play in aircraft, several numerical and analytical approaches have been proposed both for their structural optimisation and performance improvement. ...
... 31,32 The incompressible polynomial constitutive Mooney-Rivlin model is commonly used in tyre modelling studies. 1,4 It is well established that in pure stress states such as uniaxial, biaxial and planar tension, the stress can be correlated by stretch ratios. A hyperelastic model is often used to model tyre rubber, 33 and the behaviour of vulcanised rubbers should consider viscoelastic effects in the time domain to account for the internal damping and heat generation when these effects are to be considered. ...
This paper presents the finite element modelling (FEM) strategy to identify the structural response of aircraft tyres under quasi-static and taxiing load conditions. The tyre FEM was developed to simulate the aircraft tyre/ground interaction for a range of inflation pressures under vertical, lateral, longitudinal, torsional, yawed and un-yawed rolling. A thorough comparison for validation purposes is made between the test and simulation data extracted from the FEM. The reinforcement plies of the tyres are modelled in a computationally efficient manner whilst also considering the variable fibre volume fractions and ply discontinuities within the tyre. The accurate material characterisation at coupon level combined with the overall modelling approach allowed most simulated responses to match the experimental stiffness within 12% against best fit curves of similar tyre types and within 5% for the majority of test comparisons.
... 11 Reid et al. 12 suggested that computer models have been used effectively in recent times to compute the interaction between aircraft landing phase, the tire and the asphalt surface, in which the structural properties (material and thickness) of the aircraft tire is adjusted to minimize the risk of tire blowout upon landing with excessive aircraft load. 13 This study aims at investigating the effects of an aircraft landing weight on the tire, using Finite Element Method (FEA) to create and simulate the tire model for different aircraft landing weights. ...
The effect of increasing aircraft landing weight on the tire during aircraft landing phase was investigated in this paper. 3D finite element tyre model was created and simulated using finite element tool (LS-DYNA). The landing scenario of 3.05m/s velocity as specified by European Aviation Safety Agency (EASA) standards was not specifically met but the modelling produce approximate landing scenario of 2.8m/s velocity. The landing velocity was one directional and it was modelled using the Boundary prescribed motion method in LS-DYNA. Applying 77300Kg (referenced landing weight of Airbus A321NEO) as initial load case, maximum von-mises stress of 270MPa was obtained for the modelled aircraft tire. Subsequent increase of the initial aircraft landing weight led to stress propagations across the tire model with increasing maximum von-mises stress value up to 20000MPa upon an applied force of 150000Kg exerted by the aircraft landing weight. It was observed that the tire had started undergoing deformation at aircraft landing weight above the initial weight of 114000Kg with maximum von-mises of 4360MPa at the point of landing, but this deformation which was characterize by cracks due to wear and tear effect of the tire thread had intensified by tearing the tire at aircraft landing weight of 126000Kg with maximum von-mises stress of 9620MPa. However at a landing weight of 150000Kg, von-stress distribution (20460MPa) across the tire structure was relatively high and this led to increase in the tearing/blowout effect on the tire. Hence, airlines should effect intensive checking routine in order to prevent the operation of overloaded aircraft, as this may not only damage the aircraft tire or its assembly but can result in unforeseen airplane crash.
