ТорАйғЫров УНИвЕрСИТЕТіНің

ғЫЛЫМИ жУрНАЛЫ

НАУчНЫй жУрНАЛ
ТорАйгЫров УНИвЕрСИТЕТА

ЌАЗАЌСТАН ЃЫЛЫМЫ
МЕН ТЕХНИКАСЫ
2001 жЫЛдАН бАСТАп шЫҒАдЫ

НАУКА И ТЕХНИКА
КАЗАХСТАНА
ИЗдАЕТСя С 2001 годА

ISSN 2788-8770

№ 2 (2021)
ПАвЛодАр
 НАУчНЫй жУрНАЛ
ТорАйгЫров УНИвЕрСИТЕТ
выходит 1 раз в квартал

СвИдЕТЕЛЬСТво
о постановке на переучет периодического печатного издания,
информационного агенства и сетевого издания
№ KZ51VPY00036165

выдано
Министерством информации и общественного развития
Республики Казахстан

Тематическая направленность
публикация научных исследований по широкому спектру проблем в области металлургии,
машиностроения, транспорта, строительства, химической и нефтегазовой инженерии,
производства продуктор питания

Подписной индекс – 76129

https://doi.org/10.48081/FUTF8491

Импакт-фактор рИНЦ – 0,344

Абишев Кайратолла Кайроллинович – к.т.н., профессор (главный редактор);

Касенов Асылбек жумабекович – к.т.н., профессор (заместитель главного редактора);
Мусина жанара Керейовна – к.т.н., профессор (ответственный секретарь);
шокубаева Зауреш жанатовна – технический редактор.

члены редакционной коллегии:

Калиакпаров Алтай гиндуллинович – д.т.н., профессор (Нур-Султан, Казахстан);
Клецель Марк яковлевич – д.т.н., профессор (павлодар, Казахстан);
шеров Карибек Тагаевич – д.т.н., профессор (Караганда, Казахстан);
богомолов Алексей Витальевич - к.т.н., ассоц. профессор (павлодар, Казахстан);
Кажибаева галия Тулеуевна - к.т.н., профессор (павлодар, Казахстан);
Зарубежные члены редакционной коллегии:
Baigang Sun – профессор (пекин, Китай);
Gabriele Comodi – PhD, профессор (Анкона, Италия);
Jianhui Zhao – профессор (Харбин, Китай);
Khamid Mahkamov – д.т.н., профессор (Ньюкасл, Великобритания);
Magin Lapuerta – д.т.н., профессор (Сьюдад Исаева КуралайСметкановна Реал, Испания);
Mareks Mezitis – д.т.н., профессор (Рига, Латвия);
Petr Bouchner – PhD, профессор (прага, Чехия);
Ronny Berndtsson – профессор (Лунд, швеция);
барзов Александр Александрович – д.т.н., профессор (Москва, Россия);
Витвицкий Евгений Евгеньевич – д.т.н., профессор (омск, Россия);
Иванчина Эмилия дмитриевна – д.т.н., профессор (Томск, Россия);
Лазарев Владислав Евгеньевич – д.т.н., профессор (Челябинск, Россия);
Мягков, Леонид Львович – д.т.н.,, профессор (Москва, Россия);
янюшкин Александр Сергеевич – д.т.н., профессор (Чебоксары, Россия)
Ребезов Максим борисович – д.с/х.н., профессор (Москва, Россия).

За достоверность материалов и рекламы ответственность несут авторы и рекламодатели

Редакция оставляет за собой право на отклонение материалов
при использовании материалов журнала ссылка на журнал «Наука и техника Казахстана» обязательна

© Торайгыров университет
ҚАЗАҚСТАН ҒЫЛЫМЫ МЕН ТЕХНИКАСЫ. ISSN 2788-8770. № 2, 2021

SRSTI 73.31.17

https://doi.org/10.48081/KLPR8371

*А. А Sakhiyev1, A. Dahham2

1
Samgau LLP,
Republic of Kazakhstan, Kyzylorda;
2
Automobile Trading & Service LTD,
Iraq, Baghdad

DEVELOPMENT OF A WINTER ALL-WEATHER SAFETY TIRE MODEL

In the conditions of a constant increase in the speed and intensity of motor

transport, it is of particular importance to ensure its active safety on roads of
different categories, including those with a layer of snow and ice mass on the surface,
which significantly reduces the coupling properties of the car – the main factor in
guaranteeing its stable controlled movement.
In this regard, carrying out works aimed at improving the reliability of the
wheel’s grip with the road is of great importance, and taking into account the change
in the temperature regime and the condition of the road surface, it often requires an
extraordinary approach to solving this problem.
In this regard, a conceptual model of a winter all-weather safe car tire has been
developed to ensure the safety of driving a car in extreme winter conditions, increase
the reliability of the tire and anti-skid spikes, improve the resource saving of the road
network.
Keywords: traffic safety, car tire, road surface, traffic accident.

Introduction
The safety of road transport will always remain an urgent task, as it is associated with
the death and injury of people, estimated in the tens of thousands killed and hundreds of
thousands injured and disabled. Thus, in 2018, 18,214 people were killed and 214,853
injured in road accidents in our country, and in the first four months of 2019, 4,000
people were killed and 54,847 people were injured [1].
According to statistics, slippery surfaces and poor road maintenance in winter are
among the top three causes of road accidents related to road conditions [2]. As traffic
increases, this problem becomes more acute, becoming particularly important in extreme
winter operating conditions, characterized by the presence of frozen precipitation on
the road surface and limited visibility, and requiring increased vigilance from drivers
and strictly controlled speed limits.
In these conditions, the wheel’s grip on the road becomes of paramount importance
among other traffic safety factors [3], since it determines the implementation of traction
capabilities, stability, handling and, most importantly, the braking dynamics of the car
as the most common cause of accidents.

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When developing design measures aimed at ensuring traffic safety, one of the
fundamental factors is the reliable grip of the wheel on the road, at least minimizing
the risk of loss of control of traffic in high-speed traffic, especially on urban roads.
The study of the coupling properties of tires with support surfaces is devoted to a lot
of work, in particular.
When developing the concept of a winter tire, the main requirement that others
should be subject to is safety, especially in conditions where the road, covered with a
layer of melting ice, has almost zero coefficient of traction. The most reliable means of
eliminating the sliding of the tire are anti-skid spikes (SHP), the lack of an alternative
to which is confirmed by the practice of operation and the results of the experiments
listed below.
In order to determine the effectiveness of studded tires on snow-covered, icy and
clean asphalt roads, we conducted tests on Autopoligon by US. To do this, on the
dynamometer road (straight in plan, horizontal), sections were prepared that were
covered with rolled snow, a layer of ice and free of snow-ice layer (clean). The tests
involved winter tires and non-studded tires.
On a road covered with an ice layer, studded tires provided qualitatively better
results in all driving modes, including acceleration, uniform movement and braking
with different intensity. On the section with rolled snow, studded and non-studded
tires showed almost the same results, since the nature of the grip determined the tread
pattern, the presence of spikes did not manifest itself in any way. In the clean section,
the performance of non-studded tires was better than that of studded tires, since the
coefficient of adhesion of hard-alloy spikes is slightly less than that of rubber.
These tests allowed us to conclude that studded tires are absolutely effective on
an icy surface, that spikes are useless on areas covered with rolled snow, and that they
perform slightly worse on a clean road.
If we consider the interaction of the tire with the road surface covered with a layer of
melting ice, schematically shown in Figure 1, it becomes clear that almost all measures,
including the tread pattern, the composition of its rubber compound and the so-called
sticky tread, are powerless if a water film has formed between the tire and the ice surface.
In order to ensure the wheel’s grip on the road under these conditions, it is necessary
to overcome the water layer and introduce a rigid body into the road surface, which
is achieved by using the SHP. An attempt to get by with the “stickiness” of the tread
without spikes is doomed to bad luck in advance. This is clear to every specialist, and
is designed for amateurs as a promotional move.

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1 – water film; 2 – ice

Figure 1 – Interaction of the tire with the road surface covered
with a layer of melting ice

However, as effective as they are on an icy surface, they are also useless and even
harmful on a clear road. This is due to several reasons, including the damage that is
caused to the tire itself in terms of intense wear, loosening and falling out of the spikes
and, as a result, loss of their performance. But no less damage is caused to the road [4–10]:
its surface experiences concentric impacts of carbide spikes and becomes unusable.
In some European countries with a milder climate than in Russia, the use of SHP
is prohibited in order to save resources on the road network. At the same time, in the
Scandinavian countries – the birthplace of such spikes, as in Russia, SHP is recommended
for winter operation. Currently, in order to minimize the damage caused by spikes on
the road network, work is being carried out to determine the minimum number of spikes
allowed under safety conditions. In our opinion, this activity has no prospects, since the
expected gain in resource-saving roads cannot be sacrificed for safety.
Thus, when developing the concept of a safe tire, the studded tire should be the
basis, which effectively solves the problem of safety on icy roads. As for the period
when the road is free of ice cover, the spikes should be turned off from interaction with
its surface. Therefore, the problem consists of two opposite conditions, which at first
glance excludes the traditional solution.
Materials and methods
To successfully solve this problem, it is necessary to find a mechanism for adapting
the tire to road conditions. This mechanism was suggested by the tire itself, which is
an elastic pneumatic shell. When interacting with a rigid reference plane, this shell
changes the position of the resultant force, redistributing its position between the center
when the stiffness increases and the periphery when this parameter decreases, while
increasing the contact area.
This position, which is widely known to specialists, is used for variable pressure
tires. In particular, when overcoming difficult sections, the internal pressure in the
tire decreases, as a result of which its support area becomes larger, the stiffness of the
central part of the treadmill decreases, and the stiffness of the extreme contact zones of
the tire increases, where the resultant contact force shifts. At the same time, the softer
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central part of the tire deforms the track to a lesser extent, and the harder contacting part
at the edges prevents the dirt from being squeezed out from under the wheels, which
contributes to increased cross-country ability.
Therefore, by adjusting the internal air pressure in the tire and thus varying its
stiffness, it is possible to concentrate the resultant contact forces either in the center with
a slight increase in this pressure, or on the periphery of the treadmill with a decrease
in this parameter.
It is this property that was the basis for the creation of a conceptual model of a winter
all-weather safe car wheel tire. Then, placing the SPS where they are most effective,
you can create a mechanism for adapting the tire to road conditions. The spikes will
either be turned on when there is an ice layer on the road, lowering the air pressure in
the tire by 0.01...0.02 MPa, or they will be turned off if the road is dry, by increasing
this pressure by the specified value.
Tires of the radial design 205/55R16 were carried out at the Yaroslavl Tire Plant
under the leadership of Yu.V. Kremlev with the help of a special laboratory installation
of XSENSOR Technology Corporation. The experiments were performed in the range
of internal pressure in the tire rvn = 50...300 kPa in increments of 50 kPa with a load
of P = 6.7 and 5.0 kN, which corresponds to the full and curb weight of the car per
wheel. The obtained pressure distributions in the contact of the 205/55R16 tire with
the support base.
The analysis of the obtained results showed that the variation of the load P does
not significantly affect the nature of the change in the contact area, which, as expected,
increases slightly with increasing load. At the same time, the influence of the internal
air pressure in the tire increases significantly due to changes in the length of the contact
area, increasing for every 50 kPa, the air pressure decreases by about 15.20 %.
The use of the XSENSOR system for tire testing, based on the principle of color
identification of the measured pressure in the tire contact, did not allow us to obtain an
accurate quantitative value of this parameter. Nevertheless, the results of the experiment
make it possible to fairly accurately assess the qualitative picture of the pressure
distribution in the contact, as well as to confirm the fact of the redistribution of contact
forces depending on the internal air pressure in the tire, concentrating their resultant
either in the central part of the contact area when the air pressure increases, or on the
periphery when it decreases.
The decrease in air pressure in the tire is accompanied by an increase in the contact
area, which should be considered as a positive factor contributing to an increase in the
coupling area of the tire, the number of spikes engaged with the road, and therefore
the total coupling force of the wheel. According to the results of the experiment, these
patterns appear both at maximum load and at partial load, asserting the invariance of the
properties of the tire to redistribute the specific forces in the contact of the tire between
the central and peripheral sections of the treadmill, regardless of the load on the wheel.
In addition, the data obtained allow us to recommend reducing the internal air
pressure in tires when operating on slippery winter roads, thereby increasing their
traction capabilities and driving safety.

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The results of computer studies of the tire of the radial design 175/70R13, conducted
under the guidance of Professor S. L. Sokolov. Here is the distribution of the contact
pressure over the width of the tire footprint 175/70R13 at an internal pressure rvn = 0.25
and 0.40 MPa and the load on the wheel corresponding to the total weight of the car.
As shown by the analysis of curve 1, at an internal pressure of rvn =0.25 MPa,
the distribution of contact pressure over the width of the tire footprint is more or less
uniform, including in the extreme zones of the tread that carry the SHP. With an increase
in the internal air pressure in the tire, there is an increase in the contact pressure in the
middle part of the treadmill and its significant decrease (almost to zero) in the extreme
zones, completely freeing them from contact with the support surface.
The analysis of the research results clearly confirmed the inherent property of all
elastic pneumatic shells of tires to distribute the contact pressure along the reference
plane, depending on the stiffness. By adjusting the stiffness by changing the internal
pressure, you can purposefully focus the interaction forces either in the center of the
treadmill (at high pressure), or in its extreme zones (at low pressure), which opens up
the possibility of developing the concept of an all-weather winter tire adaptable to road
conditions.
Results and discussion
The conducted research cycle allows us to form a conceptual model of an all-
weather safe tire that can adapt to various road conditions, ensuring the implementation
of optimal driving characteristics of a mobile car. This tire will have advantages over
its analogues both on roads covered with a snow-ice layer (due to spikes) and on clean
roads (due to the ability to interact with the road surface with the part of the treadmill
on which there are no SPS).
The tool for adapting the tire to the condition of the road surface allows you to either
use the spikes or disable them from engaging by adjusting the internal air pressure in the
tire. In this regard, the question arises, how can the change in the internal environment
be reflected.
An increase in the internal air pressure in the tire, which is recommended to be
resorted to to remove the SHP from operation, leads to an increase in the stiffness of
the tire and a reduction in the area of the treadmill, which should negatively affect the
intensity of tire wear and reduce its resource. It can be assumed that this will also not
have a significant negative impact according to the reasoning outlined earlier. At the
same time, it is expected that as a result of a decrease in the intensity of the deformation
mode, at least, the rolling resistance value will not change.
When assessing the effect of increased tire stiffness on the vibration-acoustic mode
of a mobile car, it is also necessary to take into account the quantitative aspect. As is
known, at high vehicle speed, it is recommended to increase the internal air pressure in
the tires to reduce the intensity of heating of ordinary summer tires, and, accordingly,
the intensity of deformations from the increased dynamic background.
Conclusions
All the above considerations are based on a logical premise and are justified by
the accumulated experience of operation, as well as the laws of mechanics. In order

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to get an accurate idea of the working process of the proposed winter all-weather safe
pneumatic tire, it is necessary to carry out the next stage of development of this project,
experimenting on real models. This will allow you to clarify some of the provisions and
create design and technological documentation for the mass production of such a product.
The proposed promising solution has no foreign analogues and guarantees
commercial success in the international market. This solution will help to improve
the safety of operation in extreme winter and provide financial preference for users,
increasing the resource of winter studded tires.

References

1 Balakina, E. V., Kochetkov, A. V. Coefficient of coupling of the tire with the

road surface. – Moscow : Innovative Mechanical Engineering, 2017. – 292 p.
2 Stepanov, A. S., Sharatinov, A. D., Starostin, A. V. Investigation of the influence
of the technology of installing anti-skid spikes on the performance properties of a studded
tire. Constructions made of composite materials, 2007, No. 4, – P. 104-107.
3 Tarasik, V. P. Theory of automobile movement. – St. Petersburg, BHV-
Petersburg, 2006. – 478 p.
4 Umnyashkin, V. A., Filkin, N. M., Muzafarov, R. S. Theory of the automobile.
– Izhevsk : Izd-vo IzhSTU, 2006. – 272 p.
5 Balabin, I. V., Balabin, O. I., Chabunin, I. S. Development of a conceptual model
of a winter all-weather safe automobile tire // News of higher educational institutions.
– Mechanical engineering. 2019. – No. 6 (711) – P. 3–11.
6 Guslitser, R. L. Tire and car. – Moscow : SIC «NIISHP», 2017. – 287 p.
7 Balabin, I. V. All-season pneumatic tire of an automobile wheel. Patent of the
Russian Federation 2564790, 2015, bul. – No. 28.
8 Ostretsov, A. V., Krasavin, P. A., Voronin, V. V. Tires and wheels of cars and
tractors. – Moscow : MSTU «MAMI», 2011 – 85 p.
9 Chudakova, N. V. Experimental study of the steady deceleration of the car during
the operation of winter tires. Bulletin of Civil Engineers, 2016, No. 2(55) – P. 246–251.
10 Afanasyev, A. S., Chudakova, N. V., Khakimov, R. T. Investigation of braking
parameters of the M1 category PBX equipped with adaptive braking systems / / Izvestiya
International Academy of Agrarian Education. 2021. – No. S55 – P. 9–12.

Material received on 15.06.21.

*А. А. Сахиев1, А. Даххам2
1
«Самғау» ЖШС,
Қазақстан Республикасы, Қызылорда қ.;
2
«Автотрейдинг и Сервис LTD»,
Бағдат қ., Ирак.
Материал 15.06.21 баспаға түсті.

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ҚАЗАҚСТАН ҒЫЛЫМЫ МЕН ТЕХНИКАСЫ. ISSN 2788-8770. № 2, 2021
ҚЫСҚЫ АУА-РАЙЫНЫҢ ҚАУІПСІЗ ШИНАСЫНЫҢ
МОДЕЛІН ЖАСАУ

Автомобиль көлігі қозғалысының жылдамдығы мен қарқындылығының

тұрақты өсуі жағдайында оның әр түрлі санаттағы жолдарда, оның ішінде
бетінде қар мен мұз массасының қабаты бар, бұл машинаның ілінісу қасиеттерін
едәуір төмендетеді. Бұл оның тұрақты қозғалыс кепілдігінің негізгі факторы.
Осыған байланысты доңғалақтың жолға адгезиясының сенімділігін
арттыруға бағытталған жұмыстардың маңызы зор, ал температура мен жол
бетінің жай-күйінің өзгеруін ескере отырып, көбінесе бұл мәселені шешудің
ерекше тәсілін қажет етеді.
Осыған байланысты қыс мезгіліндегі автомобиль қозғалысының қауіпсіздігін
қамтамасыз ету, шиналар мен сырғанауға қарсы шыбықтардың сенімділігін
арттыру, жол желісінің ресурс үнемдеуін жақсарту үшін қысқы ауа-райының
қауіпсіз автомобиль шинасының тұжырымдамалық моделі жасалды.
Кілтті сөздер: қозғалыс қауіпсіздігі, автомобиль шинасы, жол жамылғысы,
жол-көлік оқиғасы.

*А. А. Сахиев1, А. Даххам2

1
ТОО «Самгау»,
Республика Казахстан, г. Кызылорда;
2
«Автотрейдинг и Сервис LTD»,
Ирак, г. Багдад.
Материал поступил в редакцию 15.06.21.

РАЗРАБОТКА МОДЕЛИ ЗИМНЕЙ ВСЕПОГОДНОЙ

БЕЗОПАСНОЙ ШИНЫ

В условиях постоянного возрастания скорости и интенсивности движения

автомобильного транспорта особую важность приобретает обеспечение его
активной безопасности на дорогах разных категорий, в том числе имеющих на
поверхности слой снежно-ледяной массы, существенно снижающей сцепные
свойства машины – главного фактора гарантии ее устойчивого управляемого
движения.
В связи с этим проведение работ, направленных на повышение надежности
сцепления колеса с дорогой, имеет большую значимость, а с учетом смены
температурного режима и состояния дорожной поверхности зачастую требует
неординарного подхода к решению данной проблемы.
В связи с этим разработано концептуальная модель зимней всепогодной
безопасной автомобильной шины для обеспечения безопасности движения
автомобиля в экстремальных зимних условиях, повышения надежности работы
шины и шипов противоскольжения, улучшения ресурсосбережения дорожной
сети.
Ключевые слова: безопасность движения, автомобильная шина, дорожное
покрытие, дорожно-транспортное происшествие.

198
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