Friction on Wet Surfaces of Tire-Tread-Type Vulcanizates

1964 ◽  
Vol 37 (4) ◽  
pp. 878-893 ◽  
Author(s):  
Barbara E. Sabey ◽  
G. N. Lupton
Keyword(s):  
Skid Resistance ◽  
Correct Interpretation ◽  
Temperature Range ◽  
The Road ◽  
Test Conditions ◽  
Maximum Value ◽  
Rubber Compounds ◽  
Materials Used ◽  
Increasing Temperature ◽  
Styrene Butadiene

Abstract A laboratory investigation has been made into the variation with temperature of the hardness and resilience of a wide variety of rubber compounds of the tire tread type. The effect of hardness and resilience on the fractional properties of the compounds under wet conditions has also been studied. In the first series of tests the resilience and hardness of 25 compounds were measured over a temperature range 0° to 80° C. All were vulcanized tire tread type compounds, and the basic materials used comprised 14 natural rubbers, 7 styrene/butadiene (SBR) rubbers, 2 butyl, 1 polybutadiene, and 1 ethylene/propylene. The tests showed a marked increase in resilience with increasing temperature for all compounds except the polybutadiene; the hardness of all compounds changed very little with temperature, only a slight decrease being observed over the whole temperature rise. Nine compounds of representative resilience and hardness were selected for a second series of tests in which friction was measured over a temperature range 1° to 40° C on seven surfaces representing roads of different textures. For eight of the compounds, friction values decreased with increase in temperature; for the other compound the friction increased to a maximum value at 30° C. These changes in friction cannot be explained by changes in hardness of the compounds, but they are in accordance with resilience changes, taking into account the different test conditions obtaining in the friction and resilience tests. The friction tests also showed that with the portable skid-resistance tester used to measure friction the sharpness of the projections in the road surface is more important than their size in determining the friction values under wet conditions, even when rubber compounds of low resilience are used. The implications of the findings and their application to the study of friction between tire and road are discussed. In particular, they have a bearing on the correct interpretation of resilience measurements of tire tread materials in relation to friction values under wet conditions.

scholarly journals Investigation of the elastic and hysteresis properties of tread rubber tires with silica

2021 ◽  
Vol 83 (1) ◽  
pp. 330-335
Author(s):  
O. A. Krotova ◽  
Z. S. Shashok ◽  
E. P. Uss ◽  
A. Y. Lyushtyk ◽  
O. V. Karmanova
Keyword(s):  
Elastic Modulus ◽  
Complex Modulus ◽  
Loss Modulus ◽  
Mechanical Loss ◽  
Temperature Range ◽  
The Road ◽  
Rubber Compounds ◽  
Mineral Fillers ◽  
Styrene Butadiene ◽  
Tread Rubber

The influence of different types of silica, differing in quality characteristics, on the complex modulus of rubbers, their elastic modulus, loss modulus, and also on the tangent of angle of mechanical loss are investigated. Mineral fillers silica 1 and silica 2 are introduced at a dosage of 80.00 phr into filled elastomeric compositions based on combination of synthetic styrene-butadiene and polybutadiene rubbers, used for the manufacture of treads for passenger tires. The tests are carried out on a dynamic mechanical analyzer by cyclic compression of vulcanizates in the temperature range 20–70°С. It is established that vulcanizates with silica 2 are characterized by 8–56% lower value of the complex modulus. It is revealed that rubbers containing a silica 2, depending on temperature, have 13–36% lower values of the elastic modulus and 19–46% lower values of the loss modulus in comparison with samples filled with silica 2. It is determined that in the temperature range from 20 to 70°C vulcanizates with silica 2 are characterized by 7–12% lower values of the tangent of angle of mechanical loss. As a result of the study, it is established that it is the most expedient to introduce mineral filler silica 2 into the formulation of tread rubber compounds for passenger tires. This will make it possible to obtain vulcanizates with increased elasticity and adhesion to the road surface, as well as lower heat losses to the environment and fuel consumption.

scholarly journals Experimental Study on Wet Skid Resistance of Asphalt Pavements in Icy Conditions

Materials ◽  
2019 ◽  
Vol 12 (8) ◽  
pp. 1201 ◽  
Author(s):  
Yan ◽  
Mao ◽  
Zhong ◽  
Zhang ◽  
Zhang
Keyword(s):  
Surface Friction ◽  
Melting Process ◽  
Asphalt Pavements ◽  
Skid Resistance ◽  
Ice Melting ◽  
Temperature Range ◽  
Bitumen Emulsion ◽  
Image Measure ◽  
The Difference ◽  
Increasing Temperature

In this research, the durability of skid resistance during the ice melting process with temperature increasing from −5 °C to 10 °C was characterized by means of a British Pendulum Skid Tester. Four types of pavement surfaces were prepared and tested. The difference between two antiskid layers prepared with bitumen emulsion was the aggregate. The detailed angularity and form 2D index of fine aggregates used for antiskid surfaces, characterized by means of the Aggregate Image Measure System (AIMS) with micro image analysis methods, were then correlated with British Pendulum Number (BPN) values. Results indicate that skid resistance has the lowest value during the ice-melting process. The investigated antiskid layers can increase the surface friction during icy seasons. In icy conditions, the skid resistance behavior first worsens until reaches the lowest value, and then increases gradually with increasing temperature. Results from ice-melting conditions on four investigated pavement surfaces give the same temperature range where there will be lowest skid resistance. That temperature range is from 3 °C to 5 °C. A thicker ice layer will result in a lower skid resistance property and smaller “lowest BPN”.

EFFECT OF ELASTOMER NANOPARTICLES ON IMPROVING THE WET SKID RESISTANCE OF SBR/NR COMPOSITES

2016 ◽  
Vol 89 (2) ◽  
pp. 262-271 ◽  
Author(s):  
Qingguo Wang ◽  
Jingrui Liu ◽  
Quande Cui ◽  
Xiao Xiao
Keyword(s):  
Dynamic Properties ◽  
Rolling Resistance ◽  
Dynamic Mechanical Properties ◽  
Fatigue Properties ◽  
Styrene Butadiene Rubber ◽  
Skid Resistance ◽  
Butadiene Rubber ◽  
Temperature Range ◽  
Styrene Butadiene ◽  
Wet Skid Resistance

ABSTRACT How to improve the wet skid resistance of rubber composites for tire tread while decreasing the rolling resistance is very important for both rubber researchers and industry. The irradiation-vulcanized elastomer particles, ultrafine fully-vulcanized powder nitrile butadiene rubber (UFPNBR), having the diameter of about 80 nm, were studied on modifying the dynamic mechanical properties of styrene butadiene rubber/natural rubber (SBR/NR) composites for tire tread. It is notable that the UFPNBR particles can improve the tanδ values of SBR/NR composites in a temperature range from −10 to 20 °C and decrease the tanδ values in the temperature range from 50 to 70 °C simultaneously, which indicates that the UFPNBR particles not only can improve the wet skid resistance but also can reduce the rolling resistance of the SBR/NR composites. On the other hand, the UFPNBR-modified SBR/NR composites also have good dynamic properties for safety operation of tires at high temperature and good tensile strength, tear strength, and fatigue properties in the range of 8 phr UFPNBR loadings.

Studies On The Intermetallic Semiconductor RuAl2

1998 ◽  
Vol 512 ◽  
Author(s):  
V. Ponnambalam ◽  
U. V. Varadaraju
Keyword(s):  
Electric Power ◽  
Figure Of Merit ◽  
Ladder Structure ◽  
Thermo Electric ◽  
Temperature Range ◽  
Arc Melting ◽  
Maximum Value ◽  
Melting Technique ◽  
Increasing Temperature ◽  
Power Measurements

ABSTRACTThe intermetallic compound RuAl2 with Nowotny chimney-ladder structure is synthesized using arc melting technique. The electrical resistity and thermo electric power measurements were carried out in the temperature range 300–1000K. The resistivity increases with increasing temperature and reaches a maximum value at about 700K. Thermo electric power (TEP) of the sample is negative and the value is about -80 µV/K at RT. The value increases with increasing temperature reaching a maximum value of -140 µV/K at about 600K. The compound exhibits temperature independent power factor in the temperature range 300–550K The calculated figure of merit 1.3 × K-1 is comparable to 7 × 10-4 K-1 of Si-Ge alloys which are used as high temperature thermoelectric materials.

scholarly journals SOUND VELOCITY AND SOUND ABSORPTION IN THE CRITICAL TEMPERATURE REGION

1951 ◽  
Vol 29 (3) ◽  
pp. 243-252 ◽  
Author(s):  
W. G. Schneider
Keyword(s):  
Critical Temperature ◽  
Liquid Phase ◽  
Sound Velocity ◽  
Temperature Region ◽  
Temperature Range ◽  
Maximum Value ◽  
Increasing Temperature ◽  
Very High ◽  
High Absorption ◽  
Liquid And Vapor Phases

The velocity and absorption of ultrasound (600 kc.) has been measured throughout the critical temperature region of sulphur hexafluoride. Measurements were carried out for the coexisting liquid phase and vapor phase below Tc, and for the supercritical gas, and simultaneously, observations of the meniscus behavior in the neighborhood of Tc were made. The sound velocity for both liquid and vapor phases below Tc decreased with increasing temperature and became equal at Tc, the velocity at this point being 121.5 m. per sec. In the temperature range from 0.6° below Tc to Tc the velocity in the vapor was greater than that in the liquid. A very high absorption of sound was observed, having a maximum value at Tc and extending over a temperature range of approximately 1°. In the temperature range from Tc to 0.6° below Tc, the absorption in the liquid phase was greater than that in the vapour.

Poroelastic Material for Urban Roads Wearing Courses

2020 ◽  
Vol 834 ◽  
pp. 98-102
Author(s):  
Jerzy Ejsmont ◽  
Beata Swieczko-Zurek
Keyword(s):  
Traffic Noise ◽  
Rolling Resistance ◽  
Crumb Rubber ◽  
Skid Resistance ◽  
Road Noise ◽  
The Road ◽  
History Of ◽  
Road Materials ◽  
Poroelastic Material ◽  
Materials Used

Conventional road materials used for producing wearing courses of roads are based on mineral aggregate and bituminous or Portland cement binders. The road materials must be optimized for different properties, including skid resistance, durability, rolling resistance and tire/road noise. Unfortunately, it seems that within classic technologies it is very difficult to achieve further reduction of tire/road noise. Innovative porous material PERS that contains considerable amount of crumb rubber seems to have great potential of traffic noise reduction. The paper presents brief history of PERS development, its present stage and unexpected properties, for example, spill fuel fires retardation.

Evaluation of the Performance of Piezoceramic Materials at Moderately Elevated Temperatures

2002 ◽  
Author(s):  
Mark J. Schulz ◽  
Mannur J. Sundaresan ◽  
Jason McMichael ◽  
David Clayton
Keyword(s):  
Lead Zirconate Titanate ◽  
Elevated Temperatures ◽  
Smart Structures ◽  
Lead Zirconate ◽  
Turbine Engine ◽  
Temperature Range ◽  
Zirconate Titanate ◽  
Materials Used ◽  
Increasing Temperature

Piezoceramic materials used for the actuating and sensing of smart structures are limited in the temperature range in which they can operate. Operation at temperatures above ambient is desired for many applications including aircraft, turbine engine housings and others. The decrease in actuation and sensing capability with increasing temperature is due to the loss of stiffness of the adhesive used to bond piezoceramic patches to structures, and the loss of the piezoceramic properties through partial depoling of the lead zirconate titanate material. This paper examines the performance of piezoceramic patch actuators at moderately elevated temperatures.

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.

A Laboratory Device to Measure the Interfacial Phenomena between Rubber and Rough Surfaces

1999 ◽  
Vol 27 (4) ◽  
pp. 206-226 ◽  
Author(s):  
L. Garro ◽  
G. Gurnari ◽  
G. Nicoletto ◽  
A. Serra
Keyword(s):  
Rough Surfaces ◽  
Computer Software ◽  
Interfacial Phenomena ◽  
New Device ◽  
The Road ◽  
Constant Torque ◽  
Rubber Compounds ◽  
Simple Geometry ◽  
Tangential Forces ◽  
On The Road

Abstract The interfacial phenomena between tread rubber compounds and rough surfaces are responsible for most of the behavior of a tire on the road. A new device was developed for the investigation of these phenomena in the laboratory. The device consists of a fully instrumented road wheel on which a simple geometry specimen is driven. The possibilities offered by this device are to perform tests at constant slip or at constant torque on both wet and dry surfaces, with complex cycles. The machine allows the measurement of slip, tangential forces, and temperature on the specimen, and computer software adds the possibility of applying Fourier analyses on force, road wheel speed, and specimen speed data. Other possibilities offered by the road wheel are to change the road surface, the load on the specimen, and the water rate. The description of a complete experiment is detailed in the paper showing the correlation of data with actual tire performances.

scholarly journals Joining of Electrodes to Ultra-Thin Metallic Layers on Ceramic Substrates in Cryogenic Sensors

Sensors ◽  
2021 ◽  
Vol 21 (14) ◽  
pp. 4919
Author(s):  
Marcin Lebioda ◽  
Ryszard Pawlak ◽  
Jacek Rymaszewski
Keyword(s):  
Cryogenic Temperatures ◽  
Thermal And Mechanical Properties ◽  
Reflow Soldering ◽  
Ceramic Substrates ◽  
Temperature Range ◽  
Wave Soldering ◽  
Materials Used ◽  
Standard Designs ◽  
Electrical Connections ◽  
Method Show

Microjoining technologies are crucial for producing reliable electrical connections in modern microelectronic and optoelectronic devices, as well as for the assembly of electronic circuits, sensors, and batteries. However, the production of miniature sensors presents particular difficulties, due to their non-standard designs, unique functionality and applications in various environments. One of the main challenges relates to the fact that common methods such as reflow soldering or wave soldering cannot be applied to making joints to the materials used for the sensing layers (oxides, polymers, graphene, metallic layers) or to the thin metallic layers that act as contact pads. This problem applies especially to sensors designed to work at cryogenic temperatures. In this paper, we demonstrate a new method for the dynamic soldering of outer leads in the form of metallic strips made from thin metallic layers on ceramic substrates. These leads can be used as contact pads in sensors working in a wide temperature range. The joints produced using our method show excellent electrical, thermal, and mechanical properties in the temperature range of 15–300 K.

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