Rheological estimation of aggregate size for a colloidal suspension of carbon black particles

2020 ◽  
Vol 32 (4) ◽  
pp. 301-308
Author(s):  
Dokyung Kim ◽  
Sangkyun Koo
1964 ◽  
Vol 37 (5) ◽  
pp. 1245-1298 ◽  
Author(s):  
F. A. Heckman

Abstract Although the microstructure of carbon black has been under investigation for more than fifty years, there are still many aspects which are controversial and some which are virtually unexplored. The inherently low degree of crystallinity and the finely-divided state of carbon blacks have greatly hindered efforts to understand them. The purpose of this article is to cite the principal contributors to our understanding of carbon black microstructure, to discuss the significance of their contribution, to present a clear picture of the present state of our knowledge, and to note areas where controversy exists and where our knowledge is incomplete. The scope of this article is necessarily limited to a reasonably complete treatment of the several aspects of carbon black microstructure; that is, the arrangement of carbon atoms to form graphite layer planes, the arrangement of layer planes to form crystallites, and the arrangement of crystallites to form the more familiar carbon black “particles” or aggregates. Particular attention is paid to more recent articles and those which have shaped our thinking on carbon black microstructure. This article also includes a fairly complete review of various studies on the changes in microstructure which are brought about by heat treatment or oxidation. In general, the rather large number of studies reporting on the microstructure of other forms of carbon have not been reviewed (except for the work of Franklin whose contribution to our understanding of carbon-black microstructure is so immense that it must be included). Although gross, morphological features such as particle size, primary aggregate size and shape are studied briefly in order to relate them to microstructure, no effort was made to review comprehensively the body of literature pertinent to this subject. Also porosity and surface characteristics per se (as measured by gas adsorption techniques) are not treated in detail here. Rather than review a dreary list of papers which have only the slightest bearing on carbon black, the author has taken the liberty of dividing the articles reviewed into two categories. The first category, which is reviewed in some detail, includes those publications in which an important contribution was made to the understanding of carbon-black microstructure. The second category includes all those articles which are discussed only briefly or not at all because the authors have reported superficial or routine studies or they (probably unknown to them) have essentially duplicated the work of an earlier worker, or have reported uncorrected results which are thus so inaccurate as to be without real value to this article; or because they comprise work which is only peripherally related to carbon black microstructure. Also, references taken from other papers, but not reviewed here, are included in the latter category. Articles by Warren, Hofmann and Wilm, Steward and Cook and Walker contain bibliographies which will be helpful to those interested in the earlier work or in the microstructure of carbons other than carbon black. For the reader whose time is limited, an adequate picture of current understanding of carbon black microstructure can be gained by reading Sections II, IV, and V which are relatively short. Finally, a word about the spirit in which the review was written. At the request of the late Dr. Craig, a critical review was prepared in which every effort was made to point out shortcomings as well as classic contributions contained in the pertinent literature. Where the experts have disagreed, the reviewer, often with skill unequal to the task, has attempted to decide which one was the more correct in the light of current knowledge. It is with deep humility and great respect for those who have gone before that this review is submitted.


2011 ◽  
Vol 84 (4) ◽  
pp. 493-506
Author(s):  
Irene S. Yurovska ◽  
Michael D. Morris ◽  
Theo Al

Abstract Racing tires and motorcycle tires present individual segments of the tire market. For instance, while the average life of car and truck tires is 50 000 miles, the average life of race tires is 100 miles. Because tires play a critical role in a race, technical demands to assure safety and performance are growing. Similarly, tires have a large influence on safety, handling/grip, and performance of the rapidly growing world fleet of motorcycles, due to the fact of only two wheels being in contact with the ground. Thus, the common feature of both market segments is that the typical tire compromise of wear, rolling resistance, and traction is strongly weighted toward traction. Most of the recent efforts of rubber scientists have been directed toward lowering rolling resistance of the tread compounds, which left a certain void in the science of compounding for racing and motorcycle treads. Particularly, the industrial assortment of polymers and fillers used for motorcycle treads is commonly different from that used for car or truck treads, but it is not known how the filler properties affect the hysteresis–stiffness compromise. The objective of this study is to evaluate the effects of the carbon black characteristics on the important properties of a typical racing and motorcycle tire tread compound. More than 50 individual carbon blacks were mixed in a SBR formulation. The acquired data were statistically analyzed, and a linear multiple regression model was developed to relate rubber properties (responses), such as static modulus, complex dynamic modulus, hysteresis, and viscosity to the key carbon black characteristics (variables) of surface area, structure, aggregate size distribution, and surface activity. Prediction profiles created from the model demonstrate rubber performance limits for the range of carbon blacks tested, and indicate the niches to provide required combinations of the rubber properties.


1997 ◽  
Vol 70 (5) ◽  
pp. 727-746 ◽  
Author(s):  
Tyler C. Gruber ◽  
Charles R. Herd

Abstract Transmission electron microscopy with automated image analysis (TEM/AIA) was used to characterize the three-dimensional morphology and anisometry of carbon black aggregates. Individual carbon black aggregates were imaged at multiple goniometer angles, and their three-dimensional aggregate structure was modeled, yielding greatly enhanced morphological information. Aggregate size distributional properties were determined at multiple goniometer orientations for N300 and N600 series grades of varying aggregate structure levels. Aggregate projections were found to exhibit statistical decreases of 10 to 25% in area and perimeter with rotation. Decreases in other morphological parameters, including non-dimensional shape parameters, were also observed. In general, higher structure grades (aggregates) were found to display larger relative changes in morphological parameters with rotation than lower structure grades. Ramifications for conventional TEM/AIA and void-volume/polymer occlusion capacity measurements are addressed. Further analysis includes an assessment of aggregate anisometry on the TEM sample grid and new insights into the three dimensional nature of carbon black aggregate structure.


2012 ◽  
Vol 85 (2) ◽  
pp. 244-263 ◽  
Author(s):  
I. A. Morozov ◽  
B. Lauke ◽  
G. Heinrich

Abstract A new technique is proposed for analysis of the microstructure of carbon-black-filled rubbers using atomic force microscopy (AFM) images for data processing. The idea consists of segmenting the continuous relief of an AFM scan into isolated fragments that reflect the filler network in rubber. Two structural states of filler are defined: aggregates (small-sized, branched fragments of the relief) and micropellets (dense, round-shape structures). All the information regarding the geometry and coordinates of fragments is stored in computer memory. Based on observations of the relative position of the fragments within a relief, separate aggregates are assembled into secondary structures—agglomerates. The microstructure of five polymers (SBR or IR) filled with N220 carbon black (10, 30, and 50 phr) was investigated. Two materials were loaded in tensile tests to examine the microstructure of extended samples. A comparative analysis of the following microstructure parameters is presented: character of distribution and dispersion of filler in the matrix, fractal characteristics of aggregates and agglomerates, aggregate size distribution, micropellets mass fraction and sizes, and the variation of orientation of the filler, its sizes, and the distance between the neighboring pairs of aggregates in materials subjected to tension.


1973 ◽  
Vol 46 (5) ◽  
pp. 1239-1255 ◽  
Author(s):  
A. I. Medalia ◽  
E. M. Dannenberg ◽  
F. A. Heckman ◽  
G. R. Cotten

Abstract In this paper we have examined a limited number of conventional and new technology blacks, using the “t” method of nitrogen adsorption for comparison of surface area and dibutyl phthalate adsorption (DBPA) for comparison of structure. At a given “t” area the new technology blacks are of lower iodine number; conversely, at a given iodine number, the new technology blacks are of higher “t” area. This is not due to porosity, but rather to differences in carbon black-iodine surface interaction. The DBPA tests gives a fairly consistent measure of carbon black structure in rubber, for both types of blacks. An important difference between the two classes of black is in the higher tinting strength of new technology blacks, at a given “solid sphere” diameter (which depends primarily on the “t” area and to a lesser extent on the DBPA). We have introduced the use of a disk photosedimentometer for studying carbon black aggregate size distributions and have found that at a given “t” area, the distribution curves for the new technology blacks are shifted in the direction of smaller Stokes diameters. This can account, at least qualitatively, for their higher tinting strength. Electron microscopy supports the shift in Stokes diameters, at least qualitatively, and also indicates a more open aggregate morphology for the new technology blacks. The new technology blacks impart a higher level of reinforcement, at the same “t” area, as shown by tensile strength and roadwear. This is accompanied by a higher loss tangent or lower rebound. These properties may be due in part to a higher surface activity, as shown by a higher moisture adsorption and higher bound rubber, and partly to morphological differences, as shown by the smaller Stokes diameters and higher tinting strength. In summary, the higher bound rubber and higher tinting strength of the new technology blacks reflect differences in surface activity and aggregate size, which are responsible for the superior reinforcement shown by these blacks at a given “t” area.


1974 ◽  
Vol 47 (5) ◽  
pp. 1082-1093 ◽  
Author(s):  
B. B. Boonstra ◽  
E. M. Dannenberg ◽  
F. A. Heckman

Abstract Mechanical processing of carbon blacks by a novel pressure-milling technique provides a controlled breakdown of primary carbon-black aggregates. In contrast, direct compression has a much smaller effect on aggregate size. In rubber vulcanizates, the pressure-milled carbon blacks give about the same vulcanizate properties as normal carbon blacks with the same void volume or DBP absorption value. Breakdown of aggregates occurs during the process of incorporating and dispersing carbon black in rubber. The retention of average aggregate size after mixing in rubber is in the range of 60–70 per cent for Vulcan M (N339), a new technology tread black. We have shown that the DBP absorption method cannot distinguish between loss in void volume by compaction of aggregates versus the actual breakdown of aggregates. The sedimentation method by centrifuging provides a means for measuring aggregate size independent of the original packing of the dry black. In order to carry out these studies, a number of new experimental techniques were used. These include: a) controlled aggregate size breakdown by pressure-milling. b) Stokes diameter distribution measurements by centrifuging aqueous dispersions in a Joyce Loebl apparatus. c) Quantimet analysis of projected aggregate areas from electron micrographs from specially prepared solvent dispersions of rubber-carbon black samples where the aggregates are clear of interference from adhering rubber. It has been shown for the first time that for both Vulcan M (N339) and Vulcan 6 (N220) the median Stokes diameters, DSt, obtained by the centrifuge method and the equivalent sphere diameter, De, from Quantimet projected image analysis are in the range of 123–153.


1983 ◽  
Vol 56 (2) ◽  
pp. 390-417 ◽  
Author(s):  
W. M. Hess ◽  
W. K. Klamp

Abstract The rolling resistance of SBR/BR radial passenger tire treads was varied as a function of carbon black type and loading, as well as other compounding variables, such as oil content, high-viscosity oil and resin addition, and NR substitution. In all instances, the rolling loss variations showed a good correlation with either tan δ or resilience. The tan δ response was valid for a wide range of test temperatures, frequencies, and strain amplitudes. Wet (32 km/h) and dry (64 km/h) traction indicated a high positive correlation with loss compliance (D″). Here, the best correlations were obtained at lower dynamic testing temperatures (0–25°C.) and higher strain amplitudes. High-speed wet traction (97 km/h) appeared to be relatively independent of the tread compounding variables but did show a slight correlation with tan δ measured at ™25°C. The following patterns were observed relative to tread rolling resistance, traction, and wear as a function of compounding variables: 1. Black loading.—Reduced black loading lowers rolling resistance without much effect on traction. About 4% less black in the tread compound lowers rolling resistance by about 5–6% in the formulations which were evaluated. 2. Oil loading.—At a fixed black level, increased oil raises both rolling resistance and traction. About 2% higher rolling resistance was found for a 10 phr increase in oil loading, but the effect on wet traction appeared to be much greater (7–8%). 3. Black type.—Increasing black fineness raises both rolling resistance and traction, the latter effect being considerably less. Increased DBPA has very little effect on rolling resistance but reduces traction. At reduced black loadings, the finer and higher DBPA blacks show the least loss in treadwear resistance. Blacks with broad aggregate size distribution give lower rolling resistance at the same surface area and DBPA. For extreme blends (carcass and tread grades), however, the loss in treadwear resistance is quite severe (∼30%). 4. Curatives.—Increased sulfur and accelerator levels produced a significant reduction in tan δ, with a similar but lesser drop in D″. The same reduction in tan δ with increased accelerator (OBTS) level produced less effect on D″ than the sulfur increase. 5. Natural rubber substitution.—Compounds in which 30 phr of NR were substituted for 25 phr of SBR and 5 phr of BR indicated slightly better performance in terms of both rolling resistance and traction. 6. High-viscosity oil or resin substitution.—Replacing conventional extender oil with high-viscosity oil or resin appears to improve traction but has a greater adverse effect on rolling resistance. 7. Compound optimization.—N299 black gives the best overall balance of performance in terms of rolling resistance, traction, and treadwear at reduced black loadings. N121 confers about 10% better treadwear and equal traction in the same compound, but at about 4% higher rolling resistance.


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