AIRLESS TYRES

INTRODUCTION
For more than 100 years, vehicles have been rolling along on cushions of air encased in
rubber. The pneumatic tyre has served drivers and passengers well on road and off, but a new
design by Michelin could change all that the tweel airless tyre .The tweel (a portmanteau
of tyre and wheel) is an experimental tyre design developed by the French tyre company
Michelin. The tyre uses no air, and therefore cannot burst or become flat. Instead, the Tweel's
hub connects to flexible polyurethane spokes which are used to support an outer rim and
assume the shock-absorbing role of a traditional tyre's pneumatic properties.

PROBLEM IN CONVENTOINAL TYRE

LOWER ROLLING RESISTANCE
The increasing concerns over the green-house effect will in the near future require more
attention to rolling resistance than ever before; in fact from an already high attention to a
very high attention.
The trend towards lower rolling resistance has been obvious for many years. Significant
progress was reported in the recent Tyre Energy Efficiency Report in reducing rolling
resistance, as measured for new passenger tyres, over the past 25 years. More tyre models
today, when measured new, have rolling resistance coefficients below 0.009, and the most
energy-efficient tyres have coefficients that are 20 to 30 percent lower than the most energy
efficient radial models of 25 years ago [TRB 286, 2006].
Another trend is the increased popularity of run-flat tyres; mostly having stiffer sidewalls or
some material added that can avoid running a flat tyre on the rim. The above-mentioned Tyre
Energy Efficiency Report concluded that run-flat tyres weigh more than conventional radial
tyres which increases their material and production cost and they tend to exhibit higher
rolling resis-tance. This author thinks that this may turn the trend back to more traditional
designs, or turn the interest over into designs which have run-flat capabilities without
increased rolling resistance.
The increasing popularity and more frequent governmental support for hybrid or electric
veh-icles will also require lower rolling resistance since this directly affects the distance one
can run in the electric mode.

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Finally, it shall be mentioned that labeling of energy efficiency (in practice rolling
resistance) of tyres is likely to happen in the near future. The intention is that consumers will
use this informa-tion to their selection of replacement tyres; per-haps even vehicle
manufacturers would use such information when deciding on OE tyres if this information
will be available for the full range of tyre brands and dimensions and not only be determined
by themselves for a few tyres. A conference organized by the IEA in November 2005 [IEA,
2005] indicated a rather universal support for the labeling of energy efficiency and also the
Tyre Energy Efficiency Report suggested this.

INCREASING CONCERN FOR LOW NOISE AND ROLLING

RESISTANCE NECESSARY
Both rolling resistance and noise emission are expressions of energy losses in the rolling of
tyres. It is not surprising that these characteristics are at large positively correlated; although
exceptions exist. Nevertheless, it is this author's conclusion that exterior noise and rolling
resistance will drive the tyre development to a large extent in the coming years [Sandberg,
2003]. Probably, the present focus on high-speed and high-power performance, which both
are in some conflict with low noise and rolling resistance (and thus air pollution), will at last
have to give in to the latter performances.
Another present trend is the high priority put on the visual appearance of tyres, as a selling
argument; in particular for "sporty" vehicles. The styling trend was heavily criticized
recently as being in conflict with good technology by one of the foremost tyre experts in the
world, Dr Joe Walter, in a column in Tire Technology Interna-tional [Walter, 2006]. It is
likely that this trend will be broken when it is in conflict with the increasing environmental
demands.
Vehicle manufacturers will have to face the possible effects of this which may be uncomfortable to some.

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OPTIONS AVAILABLE WITH TRADITIONAL TECHNOLOGY

Using traditional technology, the author suggests the following options as a few examples
for reduction of noise:

Adapting winter tyres for all-year use: The principles used in construction of winter
tyres may be partly adapted to summer tyres; in order that summer tyres may obtain some of
the favourable noise characteristics of winter tyres; yet having handling and wet friction
properties acceptable for summer use. This may include using smaller tread elements, more
frequent siping and softer rubber compounds. some compromises like these mentioned
above are already seen in the all-weather designs being so popular in the USA.
Can some winter tyres even be used the entire year? To answer this question, it is interesting
that the author knows some tyre experts working for tyre companies who use "pure" winter
tyres all the year. This is not to say that all or most winter tyres would be suitable also for
summer use, but it suggests that at least some of them are so; probably with some sacrifices,
for example wear.

Reducing the air/rubber ratio in the tread pattern:

In the SILENCE project one of the possibilities being explored is the reduction of the
air/rubber ratio in the tread pattern; for example by reducing the width of channels in the
tread pattern. It has been found that a combination of softer rubber and lower air/rubber ratio
may influence tyre/road noise emission on an ISO surface by about 6 dB(A). If, todays
common ratio of 30 % is replaced with 20 % this would give a potential noise reduction of 3
dB(A). Work will continue; for example to see how a reduction from 30 to 20 % may be
combined with acceptable hydroplaning characteristics (this may be difficult for highperformance cars).

Using softer rubber compounds:

Typically, winter tyres may have a Shore hardness of 55-60. It has been well demonstrated
that softer rubber compounds result in lower noise emission, other things being equal. If
tyres did not have to be produced for such high speed categories as today, softer compounds
may be used. Softer tyre rubber compounds are already used in Japan and in USA, but in
Europe they are considered less acceptable due to the high maximum speeds on certain
motorways. If, for example, the green-house effect will force also Europe to introduce

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maximum speed limits on all motorways, the situ-ation might approach that in Japan and
USA.

THE OPTIONS FOR LOWER ROLLING RESISTANCE

The examples above have potentially lower rolling resistance in common to the lower noise
emission. However, the rubber compound is of extra importance here and additions such as
silica mean progress to this performance parameter.

THE QUIET TYRE WITH NO MARKET

An example of a successful noise reduction design was presented in [Saemann et al, 2001].
Dr Saemann and his colleagues had produced, by means of traditional measures, a truck tyre
that was equally quiet as a slick tyre. However, al-though the tyre had fully acceptable
properties in other respects than noise, it was found that this tyre was not desired or needed
by the vehicle industry, partly due to its visual appearance, partly due to that there was no
need for any quieter tyre by the vehicle industry.
This author thinks that such neglect of quiet designs will be impossible in the future.

UNCONVENTIONAL TECHNOLOGY AND INNOVATIONS

The pneumatic tyre provides a rolling performance in most important respects that is
amazing. Only a minor defect may demonstrate that this performance is not a matter of
course but a result of a sensitive design. But this does not go without saying that the
pneumatic tyre is the only useful device that could provide a safe, quiet and economic rolling
for a vehicle. If a mere fraction of all the resources spent on tyre development so far would
be spent on, for example, development of the composite wheel or the so-called TWEEL (see
below), what can one achieve then?
An interesting editorial appeared in Tire Techno-logy International recently. It was written by
the former Director of Research at Dunlop Tyres in the UK, Dr A. R. Williams. He wrote
[Williams, 2005-a]:
What is standing behind the corner? Are there some tyre innovations or unconventional
designs that may offer a breakthrough or at least a large step towards lower noise emission
and rolling re-sistance? The following describes a few examples of such attempts currently
being explored.
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DESIGN OF TWEEL AIRLESS TYRES

The Tweel consists of a cable-reinforced band of conventional "tyre" rubber with molded
tread, a shear band just below the tread that creates a compliant contact patch, and a series of
energy-absorbing polyurethane spokes. The rectangular spokes can be designed to have a
range of stiffnesses, so engineers can control how the Tweel handles loads. The inner hub
contains a matrix of deformable plastic structures that flex under load and return to their
original shape. By varying the thickness and size of the spokes, Michelin can generate a
wide array of ride and handling qualities. The tread can be as specialised as any of today's
tyres and is replaceable when worn.

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HOW IT WORKS
The Tweel doesnt use a traditional wheel hub assembly. A solid inner hub mounts to the axle
and is surrounded by polyurethane spokes arrayed in a pattern of wedges. A shear band is
stretched across the spokes, forming the outer edge of the tyre. On it sits the tread, the part
that comes in contact with the surface of the road. The cushion formed by the air trapped
inside a conventional tire is replaced by the strength of the spokes, which receive the tension
of the shear band. Placed on the shear band is the tread, the part that makes contact with the
surface of the road. When the Tweel is running on the road, the spokes absorb road defects
the same way air pressure does in the case of pneumatic tires. The flexible tread and shear
bands deform temporarily as the spokes bend, then quickly go back to the initial shape.
Different spoke tensions can be used, as required by the handling characteristics and lateral
stiffness can also vary. However, once produced the Tweels spoke tensions and lateral
stiffness cannot be adjusted

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Historically Significant
Major revolutions in mobility may come along only once in a hundred years," said Terry
Gettys, president of Michelin Americas Research and Development Center in Greenville,
S.C. "But a new century has dawned and Tweel has proven its potential to transform
mobility. Tweel enables us to reach levels of performance that quite simply aren't possible
with today's conventional pneumatic technology."
The most intriguing application may be Michelin's early prototype Tweel fitment for
passenger cars. The mobility company released video of promising Tweel performance on an
Audi A4.
The Tweel automotive application, as demonstrated on the Audi, is definitely a concept, a
stretch application with strong future potential.

The History of automotive tyre development

1844 - Charles Goodyear invents vulcanised rubber
1845 - Robert William Thomson patents vulcanised rubber pneumatic tyre but was too costly
and doesn't catch on
1888 - John Dunlop invents pneumatic tyres for bicycles.
1889 - A Belfast Cycle Race was won on pneumatic rubber tyres beginning public
awareness. Unfortunately the original tyre was glued to the wheel, making it difficult to
access the inner tube
1890 - CK Welsh patents the design of a wheel rim and outer cover with inextensible lip.
1895 - Andre Michelin uses pneumatic tyres on an automobile (unsuccessfully).
1903 - Paul Weeks Litchfield patents tubeless tyre. He rose to become the chairman of
Goodyear in the year 1940.
1904 - mountable rims were introduced that allowed drivers to fix their own flats.

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1908 - Frank Seiberling invented grooved tires with improved road traction.
1910 - B.F. Goodrich invents longer life tires by adding carbon to the rubber.
1911 - Philip Strauss invents the first successful automobile tyre, which was a combination
tyre and air filled inner tube. Strauss' company the Hardman Tyre & Rubber Company
marketed the tires.
1937 - B.F. Goodrich invents the first synthetic rubber tires and patents a substance called
"Chemigum"
1948 - Michelin patents the radial tyre
1954 - first original equipment tubeless tyre fitted to the now defunct Packard.

Advantages
One of the greatest advantages of this technology would be the fact that the tyre is servicefree. No more air pressure check, no more flat tires and no more blow-outs mean a lot less to
worry about when driving car. It is also conceived to last longer. Also, the balancing between
traction and comfort could become a thing of the past. Thats because Michelin has found
that it can tune Tweel performances independently of each other, which is a significant
change from conventional tires. This means that vertical stiffness (which primarily affects
ride comfort) and lateral stiffness (which affects handling and cornering) can both be
optimised, pushing the performance envelope in these applications and enabling new
performances not possible for current inflated tires.
It doesnt require maintenance and it is risk-free, the Tweel tyre could be a good choice for
special vehicles like those used in the army, in the construction business or even in the
exploration of other planets. In 2009, Michelin has developed for NASA a Tweel-based tyre
to be used in the latest generation of lunar rover vehicles. The Michelin Lunar Wheel
maintains flexibility and constant ground pressure, allowing the vehicle to move through
loose soil and craters. In addition, it combines low mass and high payload capacity, making

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it 3.3 times more efficient than the original Apollo Lunar Rover wheels. Its textile tread
enables the rover to maintain traction at very low temperatures.
Tweel technology could also penetrate the personal mobility market. At the public
demonstration of the Tweel, Michelin placed prototypes on the iBOT, a personal mobility
device for physically impaired people, and the Segway Centaur, a four-wheeled ATV-type
vehicle that uses Segways self-balancing technology.

DISADVANTAGES
It is not the perfect tire. At least not yet. One of its biggest flaws is vibration. Above 50 mph,
the Tweel vibrates considerably, thus generating noise and heat. A fast moving Tweel is
reportedly unpleasantly loud. Long distance driving at high speeds generates more heat than
Michelin engineers would like. Thats why, for the moment, the first applications of the
Tweel are in low-speed vehicles, such as construction vehicles. The Tweel is perfect for such
use because the ruggedness of the airless design will be a major advantage on a construction
site. Michelin is also exploring military use of the Tweel, which would be ideal in combat
situations, where conventional tyres are an easy target.
Another big obstacle in the Tweels way is the tire industry itself. Making Tweels is quite a
different process than making a pneumatic tire. The retooling of the many tire factories, plus
the equipment necessary to service the new tire around the world represents also an
important obstacle to the broad adoption of airless tires. Because of these drawbacks,
Michelin is not planning to roll out the Tweel to consumers any time soon.

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Last but not least, another challenge for the Tweel could be the drivers themselves who
would see their beloved radial tires and rims replaced by a not so good looking Tweel. Of
course, Michelin could place some covers to hide the spokes, but the psychological impact
on the consumer should not be neglected. It might be the inventor of the Tweel, but another
company is working on a similar project. Resilient Technologies is developing their own
airless tire, known as the NPT (non-pneumatic tire). That company is using a more
aggressive development and marketing strategy aimed at military use. The NPT is based on a
different configuration of spokes, but the general idea is the same as Tweel's.

Applications

Given the high speed problems with the Tweel, the first commercial applications will be in
lower-speed, lower-weight vehicles such as wheelchairs, scooters, and other such devices.
The iBOT mobility device and Segway's Concept Centaur were both introduced with
Tweels. Michelin also has additional projects for Tweel on small construction equipment,
such as skid steer loaders, for which it seems well-suited.
The first large-scale applications may be in the military where a flat-proof tyre would be
advantageous. Military testing has indicated that the Tweel deflects mine blasts away from
the vehicle better than standard tyres and that the Tweel remains mobile even with some of
the spokes are damaged or missing.
NASA has contracted Michelin to develop a wheel for the next generation Lunar Rover
based on the Tweel. This has resulted in the Lunar Rover Initiative AB Scarab wheels.

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The first large-scale applications may be in the military where a flat-proof tyre would be
advantageous. Military testing has indicated that the Tweel deflects mine blasts away from
the vehicle better than standard tyres and that the Tweel remains mobile even with some of
the spokes are damaged or missing.
NASA has contracted Michelin to develop a wheel for the next generation Lunar Rover
based on the Tweel. This has resulted in the Lunar Rover Initiative AB Scarab wheels.

Future of Tweel Technology:

For Michelin, Tweel is a long-term vision that represents the next step in a long path of
industry-changing innovations. Fifty years ago, Michelin invented the radial tyre and there is
no question that radial tyre technology will continue as the standard for a long time to come.
Michelin continues to advance the performance of the radial tyre in areas such as rolling
resistance, wear life and grip.
In the short-term, the lessons learned from Tweel research are being applied to improve
those conventional tyre performances. In the future, Tweel may reinvent the way that
vehicles move. Checking tyre pressure, fixing flats, highway blow-outs and balancing
between traction and comfort could all fade into memory.

CONCLUSIONS
It is concluded that tyres featuring low noise and low rolling resistance will be required in
the near future and that the interest in and need for im-proved characteristics in this respect
will receive much more attention and priority in the tyres of the next 10 years than for
present market tyres.
If the climate changes will force a sudden and dramatic change in transportation and vehicle
emissions policies, which is not an unlikely scenario, the tyre and vehicle manufacturer who
fails to consider unconventional solutions may suddenly find itself in an inferior position to
the one who can see and actually explore the possibilities of new technologies.
There are possibilities to reduce noise and rolling resistance further than today by traditional
tyre design measures; in particular if the extreme high-speed demands (speeds in excess of
200 km/h) can be abandoned.

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It is further concluded that there are several possi-bilities for a breakthrough in tyre design
for low noise and low rolling resistance within the next 10 years or so, provided sufficient
resources are spent on developing the concepts presented above.

REFERENCES
Sandberg, U.; Ejsmont, J. A.; Kropp, W. and Larsson, K. (2003): "Low noise tires A
co-operation project in northern Europe", Paper N494, Proc. of Inter-Noise 2003, Seogwipo,
Korea.
Sandberg, Ulf (2003): "The road to quieter tires". Article in Tire Technology International
'03, Annual Review 2003, UKIP Media & Events, Dorking, Surrey, U.K.

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