scholarly journals Incorporation of Oligomeric Hydrocarbon Resins for Improving the Properties of Aircraft Tire Retreads

2021 ◽  
Vol 11 (21) ◽  
pp. 9834
Author(s):  
Indriasari Indriasari ◽  
Jacques Noordermeer ◽  
Wilma Dierkes
Keyword(s):  
Carbon Black ◽  
Aromatic Hydrocarbon ◽  
Skid Resistance ◽  
Slight Improvement ◽  
Elongation At Break ◽  
Pure Silica ◽  
Rubber Compounds ◽  
Overall Performance ◽  
Hybrid Carbon ◽  
Wet Skid Resistance

This study focuses on the use of oligomeric hydrocarbon resins in order to benefit from their effect on improving the performance of aircraft tire retreads. The aim was to enhance the tackiness for the retreading process and their final performance in terms of superior stress–strain properties and low heat generation in order to decrease treadwear; thus, increasing the tire’s service life, and in terms of traction or skid resistance to improve safety during landing of an aircraft. Two types of resins are investigated: a terpene phenol and an aromatic hydrocarbon C9 resin, added to compounds with different filler systems: Carbon Black (CB), hybrid Carbon Black/Silica (CB/SI), and pure Silica (SI). The rubber compounds and vulcanizates are compared to their controls for each filler system. The use of resins improves processing independent of the filler system, with a slight improvement of tensile strength, Modulus at 300% (M300%) and Elongation at Break (EAB). The incorporation of resins improves the tackiness for the compounds with all filler systems, which is beneficial for the retreading process. A significant improvement in Ice Traction (ICT) and Wet Skid Resistance (WSR) with a trade-off in Heat Build-Up (HBU) is observed in CB- and CB/SI-reinforced compounds when resins are added. Terpene phenol and aromatic hydrocarbon C9 resin show comparable ICT, while the aromatic hydrocarbon C9 resin gives a better WSR performance than the terpene phenol in all compounds. However, a slight improvement in HBU with the use of both resins is only observed in the SI-filled system. The present exploratory study into the addition of resins demonstrates the potential to significantly improve the overall performance of aircraft tire retreads, justifying more in-depth investigations into this possibility in real tires.

A New Carbon Black-Rubber Coupling Agent to Improve Wet Grip and Rolling Resistance of Tires

1996 ◽  
Vol 69 (2) ◽  
pp. 266-272 ◽  
Author(s):  
L. González ◽  
A. Rodríguez ◽  
J. L. de Benito ◽  
A. Marcos
Keyword(s):  
Carbon Black ◽  
Dynamic Property ◽  
Coupling Agent ◽  
Mechanical Response ◽  
Rolling Resistance ◽  
Skid Resistance ◽  
Rubber Compounds ◽  
New Type ◽  
Wet Grip ◽  
Wet Skid Resistance

Abstract The compound p-aminobenzenesulfonyl azide was developed as a new type of carbon black to rubber coupling agent. Its addition to rubber compounds increases resilience and moduli while reducing abrasion loss. The behavior of this coupling agent is confirmed by the dynamic mechanical response of the vulcanizates—the rubber Tg is shifted to higher temperatures. Rubber compositions containing this coupling agent may be used in tire treads to reduce rolling resistance and improve wet skid resistance. These attributes were estimated from dynamic property measurements.

Understanding Wet Skid Resistance Testing with the British Pendulum Skid Tester: Analysis of Sliding Noise from Various Filled Compounds

2010 ◽  
Vol 83 (1) ◽  
pp. 97-122 ◽  
Author(s):  
Xiao-Dong Pan ◽  
Paul Zakelj ◽  
Cara Adams ◽  
Akiko Neil ◽  
Greg Chaplin
Keyword(s):  
Volume Fraction ◽  
Concrete Surface ◽  
Resistance Testing ◽  
Styrene Butadiene Rubber ◽  
Skid Resistance ◽  
Butadiene Rubber ◽  
Portland Cement Concrete ◽  
Frequency Range ◽  
Rubber Compounds ◽  
Wet Skid Resistance

Abstract The British pendulum skid tester (BPST) has been widely adopted for laboratory characterization of wet skid resistance (WSR) for rubber compounds. However, testing results are not yet well explained with material properties. For filled compounds made of the same styrene-butadiene rubber, on a Portland cement concrete surface wetted with water, WSR for compounds filled with inorganic oxides is higher than WSR for compounds filled with carbon black at the same filler volume fraction. However, such difference in WSR is eliminated under ethanol lubrication. Difference in WSR remains under ethanol lubrication between compounds filled with a reinforcing filler and compounds filled with a nonreinforcing filler. Accepting that dynamic deformation of rubber occurs in the frequency range between 103 and 106 Hz during testing with the BPST, loss tangent for the compounds is measured at various low temperatures but fails to correlate with WSR detected under water lubrication. Modification of bulk viscoelasticity from ethanol absorption should not be neglected for consideration of WSR under ethanol lubrication. During testing with the BPST, sliding noise generated by the assemblage of the spring and lever system in the pendulum with a rubber slider attached is captured under varied lubrication conditions. Both viscoelastic properties of rubber compounds and lubrication condition significantly affect sliding noise. However, no strict correlation between the intensity of sliding noise and WSR is observed. From frequency domain analysis, major components of the sliding noise lie in the frequency range between 500 and 5000 Hz for most compounds. For better understanding on testing with the BPST, modes of material deformation during dynamic sliding on a wet rough surface need to be further scrutinized.

Effect of Rotation Speed and Discharging Temperature on SSBR-Silica Interaction

2016 ◽  
Vol 717 ◽  
pp. 3-8 ◽  
Author(s):  
Ji Wen Liu ◽  
Tao Zhuang ◽  
Guang Shui Yu ◽  
Shu Gao Zhao
Keyword(s):  
Rotation Speed ◽  
Rolling Resistance ◽  
Strength Increase ◽  
Skid Resistance ◽  
Rotor Speed ◽  
Rubber Content ◽  
Elongation At Break ◽  
Dynamic Viscoelasticity ◽  
Bound Rubber ◽  
Wet Skid Resistance

The effects of rotor speed and discharging temperature on silica 1165MP-SSBR 5025-2 interaction as well as the mechanical properties and dynamic viscoelasticity are investigated in this work. The result shows that the discharging temperature increases linearly with increase of rotation speed, leading to increase of bound rubber content. The tensile strength, elongation at break and tear strength increase firstly, and then decrease with increase of rotation speed. However, the strength at 100% and 300% deformation decrease, and then they increase. The wet skid resistance of SSBR5025-2 filled with silica 1165MP improves with increase of rotation speed and discharging temperature, and the rolling resistance decreases.

scholarly journals Silica-Reinforced Natural Rubber: Synergistic Effects by Addition of Small Amounts of Secondary Fillers to Silica-Reinforced Natural Rubber Tire Tread Compounds

2019 ◽  
Vol 2019 ◽  
pp. 1-8 ◽  
Author(s):  
S. Sattayanurak ◽  
J. W. M. Noordermeer ◽  
K. Sahakaro ◽  
W. Kaewsakul ◽  
W. K. Dierkes ◽  
...  
Keyword(s):  
Carbon Black ◽  
Natural Rubber ◽  
Dynamic Properties ◽  
Synergistic Effects ◽  
Coupling Reaction ◽  
Rolling Resistance ◽  
High Specific Surface Area ◽  
Pure Silica ◽  
Rubber Compounds ◽  
Wet Grip

Modern fuel-saving tire treads are commonly reinforced by silica due to the fact that this leads to lower rolling resistance and higher wet grip compared to carbon black-filled alternatives. The introduction of secondary fillers into the silica-reinforced tread compounds, often named hybrid fillers, may have the potential to improve tire performance further. In the present work, two secondary fillers organoclay nanofiller and N134 carbon black were added to silica-based natural rubber compounds at a proportion of silica/secondary filler of 45/10 phr. The compounds were prepared with variable mixing temperatures based on the mixing procedure commonly in use for silica-filled NR systems. The results of Mooney viscosity, Payne effect, cure behavior, and mechanical properties imply that the silica hydrophobation and coupling reaction of the silane coupling agent with silica and elastomer are significantly influenced by organoclay due to an effect of its modifier: an organic ammonium derivative. This has an effect on scorch safety and cure rate. The compounds where carbon black was added as a secondary filler do not show this behavior. They give inferior filler dispersion compared to the pure silica-filled compound, attributed to an inappropriate high mixing temperature and the high specific surface area of the carbon black used. The dynamic properties indicate that there is a potential to improve wet traction and rolling resistance of a tire tread when using organoclay as secondary filler, while the combination of carbon black in silica-filled NR does not change these properties.

Effect of Methyl Methacrylate Content in Carbon Black Filled Natural Rubber Compounds

2012 ◽  
Vol 501 ◽  
pp. 3-7
Author(s):  
Abu Bakar Rohani ◽  
Mustafa Kamal Mazlina ◽  
Fauzi Mohd Som
Keyword(s):  
Carbon Black ◽  
Natural Rubber ◽  
Methyl Methacrylate ◽  
Proton Nuclear Magnetic Resonance ◽  
Performance Parameters ◽  
Rubber Content ◽  
Elongation At Break ◽  
Compression Set ◽  
Rubber Compounds ◽  
Emulsion Polymerisation

Natural rubber-grafted-poly(methyl methacrylate) containing 30 and 50 percent of methyl methacrylate (MMA) monomer per 100 parts by weight of the dry rubber content denoted as NR-g-PMMA 30 and NR-g-PMMA 50, respectively were prepared via emulsion polymerisation technique. The occurrences of graft copolymerisation of PMMA onto NR were confirmed by proton Nuclear Magnetic Resonance (1H NMR) and Fourier Transform Infrared (FTIR) following purifications. The reinforcement of rubber by fillers is of great practical and technical importance. Thus, these fillers are added to rubber formulations to optimize the properties to meet a given application or set of performance parameters. In this study, the effect of carbon black in NR-g-PMMA 30 and NR-g-PMMA 50 rubber compounds were evaluated. Our results demonstrated that tensile strength, elongation at break and compression set reduced, while the hardness and solvent resistance increased in the presence of carbon black filler in comparison to the unfilled compound.

Magnesium Silicate Filler in Rubber Tread Compounds

1987 ◽  
Vol 60 (4) ◽  
pp. 606-617 ◽  
Author(s):  
Luis González Hernández ◽  
Luis M. Ibarra Rueda ◽  
Celia Chamorro Antón
Keyword(s):  
Carbon Black ◽  
Coupling Agent ◽  
Silane Coupling Agent ◽  
Rolling Resistance ◽  
Magnesium Silicate ◽  
Partial Substitution ◽  
Skid Resistance ◽  
Negative Effects ◽  
Silane Coupling ◽  
Wet Skid Resistance

Abstract The natural magnesium silicate, sepiolite (trade name Pansil), can partially substitute (up to 30%) for carbon black without important losses in physical properties and occasionally can improve them. In the NR-based compounds, as the substitution takes place, vulcanization times and Mooney viscosities decrease. Tear and abrasion resistances are lower. The same effects are observed in the SBR-based compounds, though in this case, the addition of a silane coupling agent (Silane A-189) counteracts the negative effects of the sepiolite, and the obtained values are clearly better than those with only carbon black. According to tan δ behavior in truck tire tread compounds, this filler type gives a higher wet grip resistance, but rolling resistance would be adversely affected by its use, though the presence of a silane coupling agent diminishes these effects. On the contrary, in passenger tire tread compounds, the partial substitution for carbon black seems to increase the wet resistance too, without a pronounced damage in rolling resistance. In this case, the addition of the silane coupling agent produces an increase in wet skid resistance and a decrease in rolling resistance. Based on laboratory tests, rolling resistance increases in all cases, mainly when the sepiolite was modified with silane. Wet skid resistance showed no variations. Clearly, it would be desirable to confirm our observations by an actual tire test.

Effect of Cohesion Loss Factor on Wet Skid Resistance of Tread Rubber

1998 ◽  
Vol 26 (4) ◽  
pp. 258-276 ◽  
Author(s):  
H. Takino ◽  
N. Isobe ◽  
H. Tobori ◽  
S. Kohjiya
Keyword(s):  
Carbon Black ◽  
Loss Factor ◽  
Skid Resistance ◽  
Black Oil ◽  
The Difference ◽  
Major Factors ◽  
Tread Rubber ◽  
Wet Skid Resistance

Abstract The effect of cohesion loss factor on wet skid resistance has not been studied systematically using three major factors, i.e., adhesion, hysteresis, and cohesion. Two different abrasions, PICO and BPST, as the cohesion loss factor were investigated for different polymers, carbon black grades, and carbon black/oil loadings. These two abrasion mechanisms are quite different, and BPST abrasion was concluded to be more suitable as a cohesion loss factor for the BPST (wsn) and tire wet μa. From the difference between PICO and BPST abrasions, superior material factors were analyzed from the viewpoint of the compatibility of both abrasion life and wet skid resistance of tire.

Effects of Carbon Black and Process Oil on Viscoelastic Properties and Tire Wet Skid Resistance

1998 ◽  
Vol 26 (4) ◽  
pp. 241-257 ◽  
Author(s):  
H. Takino ◽  
H. Takahashi ◽  
K. Yamano ◽  
S. Kohjiya
Keyword(s):  
Carbon Black ◽  
Viscoelastic Properties ◽  
Hysteresis Loss ◽  
Poor Correlation ◽  
Skid Resistance ◽  
Good Relationship ◽  
Rubber Friction ◽  
Wide Range ◽  
Tan Δ ◽  
Wet Skid Resistance

Abstract Wet skid resistance for rubbers with a wide range of carbon black loadings and process oil loadings was investigated from the viewpoints of viscoelastic properties and abrasion properties. An analysis of wet skid resistance by the factors of Tα and BPST abrasion, which was effectively performed on a wide range of polymers in a previous report, gave a poor correlation this time. In the case of a wide range of carbon black loadings and oil loadings, the factors of tan δ and BPST abrasion had a good relationship with wet skid resistance. In this study, tan δ at 7°C was found to be a suitable factor corresponding to adhesion loss and hysteresis loss in rubber friction. By the evaluation of abrasions, BPST abrasion and PICO abrasion were estimated to be governed by different mechanisms.

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