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.

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.

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-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.

Total Tire Energy Loss Comparison by the Whole Tire Hysteresis and the Rolling Resistance Methods

1995 ◽  
Vol 23 (4) ◽  
pp. 256-265 ◽  
Author(s):  
P. S. Pillai
Keyword(s):  
Energy Loss ◽  
Rolling Resistance ◽  
Hysteresis Loss ◽  
Basic Premise ◽  
Resistance Method

Abstract Energy loss per hour in a tire traveling at 80 km/h was obtained for a number of tires of different sizes and makes from the respective whole tire hysteresis loss of each tire. This loss value was then compared to the corresponding rolling loss obtained from the 1.7 m dynamometer rolling resistance method. The two methods agreed, indicating that the basic premise of the rolling resistance hysteresis ratio relation is valid.

Hysteresis loss of ultra-large off-the-road tire rubber compounds based on operating conditions at mine sites

2021 ◽  
pp. 095440702110155
Author(s):  
Shaosen Ma ◽  
Guangping Huang ◽  
Khaled Obaia ◽  
Soon Won Moon ◽  
Wei Victor Liu
Keyword(s):  
Large Strain ◽  
Tensile Tests ◽  
Operating Conditions ◽  
Hysteresis Loss ◽  
Strain Rates ◽  
Test Results ◽  
Tire Rubber ◽  
The Road ◽  
Rubber Compounds ◽  
Mine Sites

The objective of this study is to investigate the hysteresis loss of ultra-large off-the-road (OTR) tire rubber compounds based on typical operating conditions at mine sites. Cyclic tensile tests were conducted on tread and sidewall compounds at six strain levels ranging from 10% to 100%, eight strain rates from 10% to 500% s−1 and 14 rubber temperatures from −30°C to 100°C. The test results showed that a large strain level (e.g. 100%) increased the hysteresis loss of tire rubber compounds considerably. Hysteresis loss of tire rubber compounds increased with a rise of strain rates, and the increasing rates became greater at large strain levels (e.g. 100%). Moreover, a rise of rubber temperatures caused a decrease in hysteresis loss; however, the decrease became less significant when the rubber temperatures were above 10°C. Compared with tread compounds, sidewall compounds showed greater hysteresis loss values and more rapid increases in hysteresis loss with the rising strain rate.

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