Natural Rubber Compounds for Truck Tires

1985 ◽  
Vol 58 (4) ◽  
pp. 740-750 ◽  
Author(s):  
D. Barnard ◽  
C. S. L. Baker ◽  
I. R. Wallace
Keyword(s):  
Stearic Acid ◽  
Heat Generation ◽  
Rolling Resistance ◽  
Synthetic Compound ◽  
Wear Performance ◽  
Test Pieces ◽  
Truck Tire ◽  
Truck Tires ◽  
Rubber Compounds ◽  
Lower Severity

Abstract An 80 NR/20 BR truck tread compound containing a semi-EV cure system and modified with a 6.0 phr level of stearic acid has been shown to exhibit excellent resistance to reversion when compared to a similar compound containing a normal 2.0 phr level of stearic acid. Improvements in the retention of laboratory abrasion resistance, heat generation, and most physical properties have been identified on test pieces subjected to typical truck retread overcure conditions. In highway fleet testing trials of 1100 × 22.5 truck retreads fitted to both third and fourth drive axles of tipper trucks, the modified compound displayed a 42% improvement in treadwear performance over the normal compound in the lower severity third axle positions while performance in the higher severity fourth axle positions was inferior by 20%. In comparison to a 55 SBR/45 BR truck tread, both NR compounds displayed superior wear performance on the fourth axles while some further adjustments of the modified compound are required to match the synthetic compound on the third axles. The reversal of wear performances for all compounds between third and fourth axles is due to the different abrasion mechanisms encountered. Laboratory abrasion rankings do not correlate with wear performances of compounds on the fourth drive axle of trucks, but they do correlate with wear performances on third drive axles. Despite the reversion characteristics of the normal semi-EV compound, no significant adverse effect on treadwear performance was evident at the start of tire life. The low heat generation of the modified compound in laboratory tests is confirmed in actual tire testing. Advantages in rolling resistance characteristics are also evident for the modified compound. Current studies at MRPRA suggest that further modifications of cure system design, in combination with the optimization of NR/BR ratios and mixing methods, will potentially provide NR dominant truck tread compounds which will exhibit superior wear performance in both the higher and lower abrasion severities encountered in heavy-duty truck tire service conditions.

Tire Rolling Resistance from Whole-Tire Hysteresis Ratio

1992 ◽  
Vol 65 (2) ◽  
pp. 444-452 ◽  
Author(s):  
P. S. Pillai ◽  
G. S. Fielding-Russell
Keyword(s):  
Rolling Resistance ◽  
Simple Equation ◽  
General Applicability ◽  
Full Size ◽  
Truck Tire ◽  
Truck Tires ◽  
Wide Range

Abstract A simple equation for tire rolling resistance in terms of whole-tire hysteresis ratio, tire load, and footprint dimensions has been developed from energetic considerations. The rolling resistances of a number of radial passenger and truck tires have been calculated using the equation, and the calculated values were successfully compared with the measured results. The general applicability of the equation was illustrated by predicting the rolling resistances of a wide range of tires—from an experimental HR78-8 minitire to a full size 11R24.5 truck tire.

A novel evaluation on rolling resistance characteristics of truck tire through the simplified experimental modal analysis

2020 ◽  
Vol 234 (12) ◽  
pp. 2771-2782
Author(s):  
Chengwei Zhu ◽  
Jingjing Yan ◽  
Ye Zhuang ◽  
Xueliang Gao ◽  
Qiang Chen ◽  
...  
Keyword(s):  
Polyvinylidene Fluoride ◽  
Evaluation Method ◽  
Single Point ◽  
Rolling Resistance ◽  
Damping Characteristics ◽  
Truck Tire ◽  
Truck Tires ◽  
Half Power ◽  
Resistance Coefficients ◽  
Correlative Relationship

A novel evaluation method for the rolling resistance characteristics of truck tire is proposed, in which a simplified modal experiment is suggested through a single-point vibration sampling from the tire surface with a polyvinylidene fluoride (PVDF) piezoelectric film. Three truck tires are utilized in the modal experiments, and the half-power bandwidth method is employed to identify the damping characteristics of the three tires. The damping characteristics of the tires are ranked by their values. These values are compared with their corresponding rolling resistance coefficients to manifest their correlative relationship. The experimental results, which are obtained from the modal experiment and the rolling resistance test, indicate that the modal parameters and the half-power bandwidth of the tire are exactly correlated to the rolling resistance coefficients. Furthermore, the damping ratios of the tires are correlated well with the rolling resistance coefficients among the tires. Overall, the proposed evaluation method could effectively evaluate the rolling resistance characteristics of the tire, which enable it to be a simple and economical alternative over the conventional tire rolling resistance experiments.

Thiuram Disulfides in Compounding

1947 ◽  
Vol 20 (3) ◽  
pp. 803-807
Author(s):  
G. D. Morrison ◽  
T. Shepherd
Keyword(s):  
Zinc Oxide ◽  
Stearic Acid ◽  
Room Temperature ◽  
Milling Time ◽  
Steam Pressure ◽  
Base Stock ◽  
Large Batch ◽  
Percentage Recovery ◽  
Test Pieces ◽  
Rubber Compounds

Abstract Perhaps the chief drawback to the greater employment of thiuram disulfides has been the fear, often groundless, of scorching during processing, and for this reason the work detailed in this paper is devoted entirely to this aspect of their use. The scorching tendency, taken as the commencement of cure, and the rate of vulcanization were studied by means of a modified Goodrich type of plastometer, and the results are expressed as the percentage recovery against time in minutes at 120° C. This temperature (equivalent to 15 lbs. per sq. in. steam pressure) was chosen as being the highest likely to be reached in normal mixing, calendering and extrusion. The rubber compounds tested were prepared from one large batch of base stock comprising: smoked sheet rubber, 100 parts; zinc oxide, 5 parts; and stearic acid, 2 parts. After mixing, the stock was divided into the required number of portions and to these were added the various ingredients detailed later; in all cases the same milling time and temperatures were adhered to so that results would be comparable, especially plasticity. An interval of 24 hours at room temperature was allowed in each case before cutting plastometer test-pieces to dissipate strains imposed in the stock during mixing and sheeting. The test-pieces were then placed in an oven at 120° C, and percentage recovery determinations were made at 5-minute intervals over a range of 5 to 60 minutes.

MATERIALS DEVELOPMENT FOR LOWERING ROLLING RESISTANCE OF TIRES

2016 ◽  
Vol 89 (1) ◽  
pp. 79-116 ◽  
Author(s):  
Ping Zhang ◽  
Michael Morris ◽  
Dhaval Doshi
Keyword(s):  
High Temperatures ◽  
Fuel Economy ◽  
Operating Cost ◽  
Rolling Resistance ◽  
Hysteresis Loss ◽  
Market Demand ◽  
Fuel Cost ◽  
Heavy Duty ◽  
Truck Tires ◽  
Rubber Compounds

ABSTRACT Many countries are implementing regulatory programs to promote the use of transportation technologies that can reduce greenhouse gas emissions and enhance fuel economy of vehicles. These regulatory programs create a need for more durable and fuel-efficient tires. The increased cost of fuel for motor vehicles creates another driving force for improving the fuel economy of vehicles. Commercial vehicle operators recognize that fuel cost is a major driver of the total operating cost; therefore, they increasingly demand tires that are optimized for reducing the fuel cost of a trucking fleet. Rolling resistance of truck tires accounts for about one-third of the power required to move a heavy-duty truck and is the second most important contributor, after engine loss, to the total energy loss of heavy-duty trucks. Other than tire designs, rubber compound hysteresis contributes to the rolling resistance of tires, which affects vehicle fuel economy. There is a significant market demand, due to governmental regulations, concerns for the environment, and cost savings to the consumers, for developing tread compounds or tread compound systems that can reduce tire rolling resistance while maintaining the treadwear and durability of truck tires. This paper reviews materials technologies developed for reducing the hysteresis loss of rubber compounds at high temperatures, hence lowering the rolling resistance of tires. Compounding approaches that can be used to lower the hysteresis loss of rubber compounds and to reduce rolling resistance of tires also are discussed. Developments in elastomers and reinforcing materials, including nanoparticles, are highlighted, with focus on the benefits of those polymers and particles in reducing the hysteresis loss at high temperatures of rubber compounds.

The Goodrich Flexometer

1938 ◽  
Vol 11 (1) ◽  
pp. 249-262 ◽  
Author(s):  
E. T. Lessig
Keyword(s):  
Heat Generation ◽  
Test Piece ◽  
Applied Load ◽  
Structural Changes ◽  
Elevated Temperatures ◽  
Simple Design ◽  
Test Pieces ◽  
Rubber Compounds ◽  
Rubber Fabric

Abstract The Goodrich flexometer is of simple design and is easily operated at ordinary or elevated temperatures. Test pieces procured from laboratory specimens or from finished rubber or rubber-fabric products may be tested, using moderate loads that produce equilibrium temperatures during flexure or larger loads that rupture the test piece. This machine may be used to study the effects on heat generation of the time of cure, the magnitude of the applied load, changes in pigmentation, and variations caused by anisotropy in rubber compounds. It is so designed that the structural changes such as softening or stiffening may be followed during the period of flexure.

Tire-Road Interactions — Harmony or Conflict?

1989 ◽  
Vol 17 (1) ◽  
pp. 66-84
Author(s):  
A. R. Williams
Keyword(s):  
Rolling Resistance ◽  
Major Effect ◽  
Road Surface ◽  
Interactive Effects ◽  
Central Theme ◽  
Water Drainage ◽  
The Road ◽  
Truck Tires ◽  
Road Surfaces ◽  
Tire Wear

Abstract This is a summary of work by the author and his colleagues, as well as by others reported in the literature, that demonstrate a need for considering a vehicle, its tires, and the road surface as a system. The central theme is interaction at the footprint, especially that of truck tires. Individual and interactive effects of road and tires are considered under the major topics of road aggregate (macroscopic and microscopic properties), development of a novel road surface, safety, noise, rolling resistance, riding comfort, water drainage by both road and tire, development of tire tread compounds and a proving ground, and influence of tire wear on wet traction. A general conclusion is that road surfaces have both the major effect and the greater potential for improvement.

Tread Depth Effects on Tire Rolling Resistance

2001 ◽  
Vol 29 (3) ◽  
pp. 134-154 ◽  
Author(s):  
J. R. Luchini ◽  
M. M. Motil ◽  
W. V. Mars
Keyword(s):  
Finite Element Analysis ◽  
Common Knowledge ◽  
Rolling Resistance ◽  
Test Method ◽  
Tire Model ◽  
Element Analysis ◽  
Truck Tires ◽  
The Finite Element Analysis ◽  
Equilibrium Test ◽  
Depth Effects

Abstract This paper discusses the measurement and modeling of tire rolling resistance for a group of radial medium truck tires. The tires were subjected to tread depth modifications by “buffing” the tread surface. The experimental work used the equilibrium test method of SAE J-1269. The finite element analysis (FEA) tire model for tire rolling resistance has been previously presented. The results of the testing showed changes in rolling resistance as a function of tread depth that were inconsistent between tires. Several observations were also inconsistent with published information and common knowledge. Several mechanisms were proposed to explain the results. Additional experiments and models were used to evaluate the mechanisms. Mechanisms that were examined included tire age, surface texture, and tire shape. An explanation based on buffed tread radius, and the resulting changes in footprint stresses, is proposed that explains the observed experimental changes in rolling resistance with tread depth.

Rolling Resistance Calculation Procedure Using the Finite Element Method

2019 ◽  
Vol 48 (3) ◽  
pp. 224-248
Author(s):  
Pablo N. Zitelli ◽  
Gabriel N. Curtosi ◽  
Jorge Kuster
Keyword(s):  
Finite Element ◽  
Energy Dissipation ◽  
Rolling Resistance ◽  
Element Model ◽  
The Finite Element Method ◽  
Temperature Changes ◽  
Rubber Compounds ◽  
Different Temperatures ◽  
Materials Used ◽  
Account Temperature

ABSTRACT Tire engineers are interested in predicting rolling resistance using tools such as numerical simulation and tests. When a car is driven along, its tires are subjected to repeated deformation, leading to energy dissipation as heat. Each point of a loaded tire is deformed as the tire completes a revolution. Most energy dissipation comes from the cyclic loading of the tire, which causes the rolling resistance in addition to the friction force in the contact patch between the tire and road. Rolling resistance mainly depends on the dissipation of viscoelastic energy of the rubber materials used to manufacture the tires. To obtain a good rolling resistance, the calculation method of the tire finite element model must take into account temperature changes. It is mandatory to calibrate all of the rubber compounds of the tire at different temperatures and strain frequencies. Linear viscoelasticity is used to model the materials properties and is found to be a suitable approach to tackle energy dissipation due to hysteresis for rolling resistance calculation.

Commercial Trailer Tires: Tire Inflation and Its Effect on Rolling Resistance, Fuel Economy, and Tire Footprint

2015 ◽  
Vol 43 (2) ◽  
pp. 144-162
Author(s):  
Al Cohn
Keyword(s):  
Fuel Economy ◽  
Rolling Resistance ◽  
Maintenance Cost ◽  
Wear Loss ◽  
Truck Tires ◽  
Footprint Analysis ◽  
Subsequent Loss ◽  
Resistance Data

ABSTRACT Maintaining proper tire inflation is the number one issue facing commercial fleets today. Common, slow-leaking tread area punctures along with leaking valve stems and osmosis through the tire casing lead to tire underinflation with a subsequent loss in fuel economy, reduction in retreadability, tread wear loss, irregular wear, and increase in tire-related roadside service calls. Commercial truck tires are the highest maintenance cost for fleets second only to fuel. This article will examine tire footprint analysis, rolling resistance data, and the effect on vehicle fuel economy from tires run at a variety of underinflated, overinflated, and recommended tire pressures. This analysis will also include the tire footprint impact by running tires on both fully loaded and unloaded trailers. The footprint analysis addresses both standard dual tires (295/75R22.5) along with the newer increasingly popular wide-base tire size 445/50R22.5.

Thermomechanical Coupling of a Hyper-viscoelastic Truck Tire and a Pavement Layer and its Impact on Three-dimensional Contact Stresses

2021 ◽  
pp. 036119812110171
Author(s):  
Angeli Jayme ◽  
Imad L. Al-Qadi
Keyword(s):  
Contact Stress ◽  
Contact Area ◽  
Three Dimensional ◽  
Interaction Model ◽  
Rolling Resistance ◽  
Contact Stresses ◽  
Thermomechanical Coupling ◽  
Temperature Profiles ◽  
Near Surface ◽  
Truck Tire

A thermomechanical coupling between a hyper-viscoelastic tire and a representative pavement layer was conducted to assess the effect of various temperature profiles on the mechanical behavior of a rolling truck tire. The two deformable bodies, namely the tire and pavement layer, were subjected to steady-state-uniform and non-uniform temperature profiles to identify the significance of considering temperature as a variable in contact-stress prediction. A myriad of ambient, internal air, and pavement-surface conditions were simulated, along with combinations of applied tire load, tire-inflation pressure, and traveling speed. Analogous to winter, the low temperature profiles induced a smaller tire-pavement contact area that resulted in stress localization. On the other hand, under high temperature conditions during the summer, higher tire deformation resulted in lower contact-stress magnitudes owing to an increase in the tire-pavement contact area. In both conditions, vertical and longitudinal contact stresses are impacted, while transverse contact stresses are relatively less affected. This behavior, however, may change under a non-free-rolling condition, such as braking, accelerating, and cornering. By incorporating temperature into the tire-pavement interaction model, changes in the magnitude and distribution of the three-dimensional contact stresses were manifested. This would have a direct implication on the rolling resistance and near-surface behavior of flexible pavements.

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