Research for a Uniform Quality Grading System for Tires V. Effect of Environment on Tread Wear Rate

1971 ◽  
Vol 44 (4) ◽  
pp. 952-959 ◽  
Author(s):  
F. C. Brenner ◽  
A. Kondo ◽  
G. B. Cohen

Abstract In tests with bias ply, belted bias, and radial commercial passenger car tires it was found that the rate of wear does not change as the tires are worn. It was also shown in a test which there were dry and wet periods that the same tires wore at a faster rate in the wet than in the dry. This observation was reinforced when a comparison of two tests run with duplicate sets of tires in January and June on the same course gave greatly different results; the greater rate of wear occurring in January when the course was continuously wet. Finally an explanation for the observation that tires wear faster on wet pavements has been proposed. The tire is more deformed passing through the contact patch on a wet surface than on a dry. In addition, the water, acting as a lubricant, reduces resistance to motion between surfaces of the cut rubber or the surface of the cutting asperity and the rubber.

1970 ◽  
Vol 43 (2) ◽  
pp. 356-369
Author(s):  
B. G. Simon ◽  
J. Mandel ◽  
F. C. Brenner

Abstract A test procedure designed to classify tires according to their average breaking energy has been applied to a sample of passenger car tires. Data are reported on 127 different tires of all grades and types over a range of sizes. A scaling system is devised and applied to the data. It is found that the system leads to conclusions similar to those derived from the original data.


1969 ◽  
Vol 42 (5) ◽  
pp. 1450-1461
Author(s):  
F. C. Brenner ◽  
J. Mandel ◽  
B. G. Simson

Abstract The wheel speed capability of a tire is defined by a test method which determines the speed at which the tire fails on a laboratory test wheel. Data is reported on over 100 different passenger car tires of all grades and types over a range of sizes. A scaling system is devised for this property. It is found that the system produces consistent results for tires of given manufacturer's nominal grade across the size range tested and for samples produced several months apart.


Author(s):  
MingHui Liu ◽  
Gadi Ben-Tal ◽  
Napoleon H. Reyes ◽  
Andre L. C. Barczak

1969 ◽  
Vol 42 (5) ◽  
pp. 1446-1449 ◽  
Author(s):  
F. C. Brenner

Abstract The National Traffic and Motor Vehicle Safety Act of 1966 requires the establishment of a uniform quality grading system. This paper discusses the needs for the system and the complexity of the problem. The system proposed here will depend on five properties; tread wear, traction, impact resistance, endurance, and wheel speed capability.


1971 ◽  
Vol 44 (4) ◽  
pp. 960-961 ◽  
Author(s):  
A. Kondo ◽  
F. C. Brenner

Abstract The total number of miles that could be expected for a tire was projected and compared from a test involving two vehicles, one with a front axle drive and one with a rear axle drive. On the front axle drive vehicle the tires when changed by forward-X pattern each 1000 miles wore at twice the rate on the front wheels as on the rear; on the other vehicle they wore at about the same rate on both sets of wheels. The projected mileages for the tires on the two vehicles were 22,400 and 22,500 miles which is not appreciably different.


2017 ◽  
Vol 5 (4) ◽  
pp. T503-T522 ◽  
Author(s):  
Wenbiao Huang ◽  
Shuangfang Lu ◽  
Salad Hersi Osman

A grading system for tight sandstone reservoir quality is needed to predict tight oil enrichment areas and assess the resources. To explore the establishment of the grading system, a variety of research methods, such as rate-controlled mercury injection, conventional mercury injection, contact angle measurement, and the mechanical equilibrium principle, are integrated to determine the upper and lower limits of the porosity, permeability, and pore-throat radius of tight sandstones and to establish a quality grading system. Based on the porosity [Formula: see text], permeability [Formula: see text], and pore-throat size [Formula: see text] properties of the studied samples from the [Formula: see text] Member, five sandstone classes have been identified. Three of these classes are tight sandstone reservoirs and include (1) high-quality tight sandstone reservoirs ([Formula: see text], [Formula: see text], and [Formula: see text]), (2) effective tight sandstone reservoirs ([Formula: see text], [Formula: see text], and [Formula: see text]), and (3) low-quality tight sandstone reservoirs ([Formula: see text], [Formula: see text], and [Formula: see text]). Sandstones with [Formula: see text], [Formula: see text], and [Formula: see text] parameters higher than the high-quality tight reservoirs are deemed to be conventional reservoirs, whereas those with parameters lower than the low-quality tight sandstone reservoirs are considered as nonreservoir sandstones. It is also noted that oil saturation of the tight sandstone reservoirs correlates positively with the throat radius rather than with the pore size. High-quality tight sandstone reservoirs are usually developed in the distributary channel sand bodies near faults and/or fractures, and they are capable of producing more petroleum.


1971 ◽  
Vol 44 (1) ◽  
pp. 106-121 ◽  
Author(s):  
F. C. Brenner ◽  
A. Kondo

Abstract This research had as its objective the development of a test procedure for rating tires for tread wear. The results of preliminary experiments on roads of different composition and severity are discussed. The authors conclude that the course on which tires are to be rated should include several different pavements and a variety of maneuvers of unequal severity. Two courses, one near Bryan, Texas, and the other near San Antonio, Texas were designed on this principle. Eighteen brands of tires including bias, radial, and G78 belted bias tires were run on each course. The tires ranked in order of decreasing projected mileage on each course were highly correlated, although the mileages were not equal.


2008 ◽  
Vol 48 (11) ◽  
pp. 1465 ◽  
Author(s):  
G. C. Smith ◽  
J. D. Tatum ◽  
K. E. Belk

The intent, in this manuscript, is to characterise the United States Department of Agriculture (USDA) and Meat Standards Australia (MSA) systems for assessing beef quality and to describe the research evidence that supports the principles involved in grade application. USDA beef quality grading standards rely on carcass-trait-only assessments of approximate age of the animal at harvest and amount of intramuscular fat (as marbling) inside the muscles. USDA beef quality grading started 82 years ago. Then, as now, because no traceability system was in place, each animal’s history (exact age, feeding regimen, management practices, etc.) was incomplete; those who assigned quality grades used indicators of age (physiological maturity) and plane of nutrition (amount of marbling), and they do so still. Since 1926, research studies have identified a multitude of palatability-determining live-animal factors (e.g. genetics, use of hormonal growth promotants, high-energy diet finishing) and carcass-treatment factors (e.g. electrical stimulation, tenderstretch carcass suspension, postmortem aging) that cannot be incorporated into a carcass-trait-only quality assessment system. The USA beef industry has depended on development of more than 100 beef brands – some using palatability assurance critical control point plans, total quality management (TQM) philosophies, USDA certification and process verification programs, or combinations of live-animal factors, carcass-treatment factors and carcass-trait constraints – to further differentiate fresh beef products. The MSA grading system is a TQM grading approach that incorporates animal-specific traits (e.g. genetics, sex, age), control of certain pre-harvest and post-harvest processes in the beef chain, cut-specific quality differences and consumer preferences, into a beef pricing system. A unique aspect of the MSA grading system is that the grades are assigned to cuts or muscles, not carcasses; cuts or muscles from the same carcass are assigned individual (and in many cases, different) grades that reflect differences in expected eating quality performance among the various cuts of beef further adjusted to reflect the influence of cut or muscle aging and alternative cooking methods. The MSA grading system is still being modified and refined (using results of an extensive, ongoing consumer testing program), but it represents the best existing example of a TQM grading approach for improving beef quality and palatability. Research studies have shown that the accuracy of palatability-level prediction by use of the two systems – USDA quality grades for US customers and consumers and MSA grades for Australian customers and consumers – is sufficient to justify their continued use for beef quality assessment.


2013 ◽  
Vol 231 (1-3) ◽  
pp. 204-207 ◽  
Author(s):  
Drew P. Pulsifer ◽  
Sarah A. Muhlberger ◽  
Stephanie F. Williams ◽  
Robert C. Shaler ◽  
Akhlesh Lakhtakia

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