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In this work, the effects of using feldspar (FLD) as an alumina-silicate inorganic filler, with carbon black (CB) as a novel binary filler system, on the properties of SBR compounds were investigated for tire applications. The bis(triethoxysilylpropyl) disulfide (TESPD) was used for modification of FLD. The SBR hybrid composites were produced by replacing 10 phr of CB filler with neat FLD and functionalized FLD (F-FLD). The TESPD was added directly to the rubber mixture including neat FLD. The SBR composite which has only CB filler (50CB) was found to have the highest damping parameter (tan δ) value at 60°C. On the other hand, the composites loaded with the CB and the FLD fillers exhibited relatively lower tan δ at the same temperature showing lower rolling resistance meaning better fuel saving performance. The lowest rolling resistance was achieved for the 40CB-10F-FLD most probably due to its stronger interaction with the SBR elastomer molecules through the silane agent-assisted crosslinks of the F-FLD. As another dynamic property, the storage moduli at −20°C were found to be lower for the SBR hybrid composites as compared to that of the 50CB composite, exhibiting enhanced winter traction performance of the composites having FLD filler together with CB. The composites containing only 10 phr of FLD and F-FLD, on the other hand, exhibited very low tensile strength values which are not acceptable for tire tread materials.

The vehicle maneuvering condition plays an important role in the analysis of the contact stress characteristics of the tire-pavement interaction. A reliable three-dimensional (3D) tire-pavement interaction model was developed to simulate the interface contact stress at static and various rolling conditions (free rolling, acceleration and braking). First, the 205-55-R16 radial tire was modeled accurately comprised of its special pattern and materials in the finite element software ABAQUS. Next, we analyzed and compared these contact stress characteristics, including the distribution of contact stress, the peak contact stress and the variation of stress with time at free rolling, acceleration and braking conditions. Results showed that under the same vehicle load and inflation pressure, the tire-pavement contact stresses at free rolling condition are always much larger than those at static loading condition. At acceleration condition, the peak contact stress occurs at the inner edge of the tire outermost ribs. At deceleration condition, the stress concentration on the tire tread is weakened with the extension of time. The peak contact stress increases with time at acceleration and braking conditions. But the peak contact stress at braking is much larger than that at acceleration condition under the same load and inflation pressure.

The effect of Crosslink density on Cut and Chip resistance was affected on a typical 100 percent styrene-butadiene rubber (SBR)-based tire tread compound. In order to successfully develop products for tires used in off-road or poor roads and other demanding rubber applications, it is important to understand the C and C effect in rubber. Crosslink density varied by varying the sulphur to the accelerator ratio and also by changing the process aids. Basic polymer, filler and other ingredients such as activators and anti-degradants have remained unchanged. In the first setup, the sulphur was kept constant and the accelerator varied and the reverse was done in the second setup. It was made to achieve different crosslink density by changing the oil dosage and adding different resins. An attempt has been made to correlate Cut and Chip resistance to other physical properties. All these tests have been identified and optimized by the traditional tire tread compound.

A carbody chattering phenomenon accompanied by bogie hunting movement was investigated. The online test results showed that the vehicle at a large tread conicity state exhibited insufficient stability when running at higher speeds, causing the hunting frequency of the bogie to continuously increase and approach the diamond-shaped deformation modal frequency of the carbody, consequently causing the carbody to chatter. To improve the running stability of the vehicle and to suppress the carbody chattering, a two-step progressive optimisation method that combined analytical optimisation and simulation optimisation to optimise the parameters of the anti-yaw damper was proposed. Furthermore, the effect of optimisation was experimentally verified. Results showed that after optimisation, the critical speed of the vehicle under the condition of worn wheel was significantly enlarged, the bogie exhibited no obvious hunting motion, carbody chatter was significantly alleviated, and both the ride quality and the curve passing performance were improved.

Tire wear is a leading cause of automobile accidents globally. Beyond safety, tire wear affects performance and is an important metric that decides tire replacement, one of the biggest maintenance expense of the global trucking industry. We believe that it is important to measure and monitor tire wear in all automobiles. Current approach to measure tire wear is manual and extremely tedious. Embedding sensor electronics in tires to measure tire wear is challenging, given the inhospitable temperature, pressure and dynamics of the tire. Further, off-tire sensors placed in the well such as laser range-finders are vulnerable to road debris that may settle in tire grooves. This paper presents Osprey, the first on-automobile, mmWave sensing system that can measure accurate tire wear continuously and is robust to road debris. Osprey's key innovation is to leverage existing, high volume, automobile mmWave RADAR, place it in the tire well of automobiles and observe reflections of the RADAR's signal from the tire surface and grooves to measure tire wear, even in the presence of debris. We achieve this through a super-resolution Inverse Synthetic Aperture RADAR algorithm that exploits the natural rotation of the tire and improves range resolution to sub-mm. We show how our system can eliminate debris by attaching specialized metallic structures in the grooves that behave as spatial codes and offer a unique signature, when coupled with the rotation of the tire. In addition to tire wear sensing, we demonstrate the ability to detect and locate unsafe, metallic foreign objects such as nails lodged in the tire. We evaluate Osprey on commercial tires mounted on mechanical, tire-rotation rig and passenger car. We test Osprey at different speeds, in the presence of different types of debris, different levels of debris, on different terrains, and different levels of automobile vibration. We achieve a median absolute tire wear error of 0.68 mm across all our experiments. Osprey also locates foreign objects lodged in the tire with an error of 1.7 cm and detects metallic foreign objects with an accuracy of 92%.

To solve multiple response optimization problems that often involve incommensurate and conflicting responses, a robust interactive desirability function approach is proposed in this article. The proposed approach consists of a parameter initialization phase and calculation and decision-making phases. It considers a decision maker's preference information regarding tradeoffs among responses and the uncertainties associated with predicted response surface models. The proposed method is the first to consider model uncertainty using an interactive desirability function approach. It allows a decision maker to adjust any of the preference parameters, including the shape, bound, and target of a modified robust function with consideration of model uncertainty in a single and integrated framework. This property of the proposed method is illustrated using a tire tread compound problem, and the robustness of the adjustments for the approach is also considered. The new method is shown to be highly effective in generating a compromise solution that is faithful to the decision maker's preference structure and robust to uncertainties associated with model predictions.

Carbody chattering is an abnormal vibration that severely deteriorates the ride quality of a railway vehicle. However, systematic studies on the mechanisms and control methods of carbody chattering are inadequate. Hence, in-situ tests, wheel and rail profile tests, modal parameter tests, and root locus analyses were conducted for an electric multiple-unit train to study the carbody chattering mechanism. Results show significant concave wear on wheel treads that have not yet met their wheel-turning mileages. When the vehicle moves from a carbody non-chattering to a chattering section, the wheel–rail contact positions are scattered and jumping is observed; then, the wheel–rail contact conicity increases rapidly, causing the modal damping ratio of the bogie hunting motion to reduce to 0, the bogie to change from stable to critical-unstable state, and bogie hunting motion frequency to increase close to the modal frequency of the carbody diamond-shaped deformation, thereby triggering synchronous movement. This amplifies the modal vibration, causing carbody chattering. Therefore, three control methods are proposed for carbody chattering—turning worn wheels; grinding rail profiles in the carbody chattering section; and synchronous optimisation of the primary longitudinal and lateral positioning stiffness, node stiffness, and damping coefficient of the yaw damper—according to the multi-objective synchronisation optimisation method to improve operational stability and ride quality. Test results show that all three methods effectively control carbody chattering; compared to the original vehicle, the amplitude of carbody chattering acceleration at 10 Hz can be reduced by 90%, 40% and 60% for the three methods.

A 32-year-old man was found dead beside a road with severe complex traumatic brain injuries due to blunt craniocerebral trauma compatible with being run over by a vehicle. A subsequent review of closed-circuit television (CCTV) footage showed him to be unaccompanied and to fall over beside the road. At autopsy, distinctive black patterned markings were present on the left side of his face and head, which were not associated with significant underlying patterned bruising or abrasions. These corresponded to the pattern of tire tread taken from a vehicle identified by police as likely to have been involved in the incident. This case demonstrates an unusual form of tire track marking on the skin due to the transfer of oil/dirt/rubber from the projecting tread, that is, a vehicular form of Locard's principle where every contact leaves a trace. Although this may be extremely useful in linking a particular vehicle to a crash, the superficial nature of the residue renders it vulnerable to being wiped off by rubbing with a body bag during transport or washing if a body is cleaned. Careful photographic documentation of such tire markings at the scene will preserve this type of evidence and avoid it being subsequently compromised by body handling.

Silica-filled styrene butadiene rubber (SBR)/butadiene rubber (BR) compounds plasticized with mineral oils are mainly used to produce green tire treads. Previous works have demonstrated that the partial replacement of naphthenic oil (ONAF) by bio-based oils can provide processing and performance improvements for rubber compounds, along with environmental benefits. In this study, two modified soybean oils (esterified, OEST or esterified and epoxidized, OEPX) were investigated with the aim of evaluating the complete replacement of ONAF and determining whether the chemical properties of the oils affect the performance of silica-filled E-SBR/BR compounds, using the compound with ONAF as a reference. The physical properties, curing characteristics, morphology, and dynamic mechanical behavior were evaluated. The use of the modified soybean oils decreased the optimal cure time while increasing the crosslink density and the abrasive wear resistance. Further, the compounds with both modified soybean oils showed a good balance of mechanical properties. The modified soybean oils decreased the glass transition temperature of the rubber compounds, thus acting as true plasticizers. At 0°C, the tan δ value of E-SBR/BR/OEPX increased relative to that of E-SBR/BR/ONAF, whereas at 60°C, the values of the compounds with both modified soybean oils showed slight increases. The tan δ values reveal that compared with E-SBR/BR/ONAF, E-SBR/BR/OEPX has better wet grip and a similar rolling resistance, whereas E-SBR/BR/OEST has a higher rolling resistance. Thus, both modified soybean oils can fully replace ONAF and appear to be extremely attractive plasticizers for use in silica-filled E-SBR/BR compounds employed as green tire treads for passenger cars.

The scheme of energy transmission from the engine to the wheels of the car is considered. It is indicated that the dynamics of the vehicle when driving in low gears is significantly influenced by the value of the moment of inertia of equivalent masses. For a passenger car, when driving in first gear, the equivalent weight can increase up to 28%. In the literature, inertial masses are determined approximately. The article proposes a simple technique for assessing the moments of inertia of the main parts (wheels, transmission, engine) without disassembling the car. The essence of the method is to measure the deceleration during free run of the car with the vehicle's wheels hanging, and then without the wheels. A system of equations for the power balance of the vehicle run-out in 3rd and 4th gears of the gearbox with open clutch is compiled. When drawing up the equation, it was assumed that with the same engine speed and the same throttle opening, the engine torque would be the same. Formulas are obtained for calculating the moment of inertia of the wheels and the variable part of the transmission, according to which the inertial mass of the engine is calculated without the need to remove it from the machine. The article describes the experimental research methodology applied to the Hyundai i30 car with a working volume of 1.4 liters, manufactured in 2007. In the course of the experiment, the engine speed was measured through the OBD II connector, using the ELM 327 adapter and the ScanMaster-ELM program, the vehicle on-road speed using the Garmin eTrex 30 navigator, and the wheel revolutions were recorded on video. During the experiment, the condition of the tires Nokian Nordman SX 195/65 R15 91H was monitored, for which the residual depth of the tire tread pattern, pressure, moment of inertia were determined (by the bifilar suspension method). Based on the results of the experiment, the developed mathematical model was used to calculate the moment of inertia of the rotating parts of the Hyundai i30 in different gears. The result of the study allows you to establish the actual state of the rotating parts of the car, the knowledge of which increases the accuracy of determining the performance characteristics. The technique can be used to diagnose the conditions of transmission elements and car wheels. The technique does not require the use of complex stands and expensive devices.

This paper analyses changes in body geometry and related wheel geometry which may affect the wear of passenger car tyres. By means of an electronic device, changes were measured in the position of the spots that best reflect the changes of the body geometry. This included the front bench attachment, front suspension and rear suspension, at the beginning of the front stringers, at the end of the rear stringers, around the bulkhead, as well as the top mounting points of the McPherson struts. Changes were also identified in geometrical values for the suspension and steering system. The analysed parameters of wheel geometry included, among others, toe-in, inclination angles for all the wheels, camber and castors for front wheels, etc. Tire wear was characterized by the tyre tread size in the inner, middle and outer parts of all four vehicle wheels. Based on the results obtained, quantitative relationships were identified between the mileage of the vehicle, changes in the body geometry, changes in the suspension and steering system geometry, tyre wear and the coefficient of non-uniformity in tyre wear. It was concluded that changes in car body geometry were strictly correlated with vehicle mileage. These changes, in turn, directly influenced changes in wheel geometry which, apart from influencing vehicle safety, also contribute to excessive tyre wear.

Wheel flat is a form of wheel tread defect that reduces the service life and running safety of trains and tracks. Based on the multi-body system dynamics theory, a rigid-flexible vehicle-turnout dy...

In this study, we aimed to develop a new method for measuring tire-wear particles of less than 2.5 μm generated from vehicle use. We also aimed to devise a method for evaluating the emission factor of tire-wear particles. To develop an evaluation method for tire-wear particles, we examined several factors, such as how tire components in airborne particles collected on a sampling filter were measured, the comparison of tire-wear particles obtained in a laboratory study and an on-road study, a method for measuring tire-wear particles using a test vehicle, and a method for evaluating tire-wear mass using a weighting balance. Measurements of tire-wear particles were carried out using the measurement method proposed herein. The amount of tire wear that the particles generated was almost constant in a vehicle speed range of 20–40 km/h but was influenced by a change in lateral acceleration in the range of 0–0.4G. Furthermore, the relationship between the emission of tire-wear particles and the lateral acceleration force can be shown by a quadratic polynomial. We estimated the emission factor of tire-wear particles by applying the relational equation to the speed profile of the JC08 used in Japanese exhaust gas tests. The emission factor of the test tire used in this study was 3.7 mg/km-vehicle. The ratio of the tire-wear particles to tread wear mass was about 3.3% at PM2.5 and 3.7% at PM10.

Environmental monitoring data for tire road wear particles are vastly limited compared to those for other microplastics, primarily due to analytical challenges with quantification. Recently, two ISO technical specifications have been released using pyrolysis GC-MS for quantification. However, these methods have major assumptions, including that the content of natural and synthetic rubber in tire tread is constant across formulations and that the pyrolysis products chosen are selective. This study analyzed a wide range of commercially available tires from Australia and Norway, using pyrolysis GC-MS to test these assumptions. The percent mass of synthetic rubber in tires (n = 39) was highly variable, ranging from

An improved parallel inverse design method is proposed for wheel profile optimization. The dominant merit of this method is the ability to automatically search the target performance curve and obtain the optimized profile without artificial experience. With the help of vehicle system dynamic theory, an EMU model has been established in Simpack, and the dynamic performance is calculated with two profiles, i.e., optimization profile and original profile. The contact and mechanical characters are analyzed by Hertz’s theory, Kalker global algorithm, and CONTACT program. It is found that the rolling radius difference (RRD) with the optimization profile is higher than the original one, especially when the lateral displacement is greater than 3 mm. The creep force density with the optimization profile is significant with a wheelset displacement of 6∼9 mm. Compared with the original one, the distribution of contact points with the optimization profile is more uniform, and the contact position is more biased towards the root of the wheel flange. It means the optimization profile can provide higher RRD value and creep force with large lateral displacement, which is beneficial for reducing wheel flange wear. The dynamic simulation indicates that the optimization profile can help reduce the wheel flange force and wheel flange wear in a sharp curve. Meanwhile, the dynamic behaviors and wheel tread wear on a tangent track or a large curved track are also favorable with the optimization profile.

Tire re-treading is a re-manufacturing process to tread on casing tires. The performance of the re-treaded tire is studied with qualitative and quantitative research process. Since re-treaded tire rubber reveals some special properties like hyper elasticity, it is a very challenging task to simulate the actual performance of the retreaded tire rubber. In this paper, the simulation of hyper elastic property of re-treaded tire rubber is successfully completed with the help of finite element (FEM). Material specimens are taken from belt edge area of the retreaded truck tire. To evaluate the coefficient of hyper elastic strain energy function, uniaxial and planar tension test are conducted. The measured outcomes are compared and only stable model are selected. Yeoh and Arruda-Boyce models were stable. A case study of different size specimen and at different strain are performed where rubber specimen is taken from same belt edge area. The graphs are plotted from the .odb file between stress and deformation of retreaded tire rubber. The same graphs are validated with the lab tested readings. To explore the relation between stress and specimen deformation, a progressive simulation model has been developed. Statistical methods are used to validate the research question; Does hyper elasticity of retreaded tire impact its behavioral quality? Regression analysis is conducted to find out the correlations between stress and deformation of rubber specimen. The value of coefficient of determination (R2) is very close to (1) so it is proved that there is correlation between them. Results obtained are promising to predict the behavior of re-treaded tire rubber. The findings can be used to improve the product and its utility in small tire re-treaders, customers and policymakers.

The paper is devoted to experimental investigation of contactless thermal control of tread brakes. It presents the results of numerical modeling of thermal condition of freight car solid wheel in various modes of braking and thermal control on the basis of developed complex computer model. The authors show the comparison of gained results with experimental data. They have carried out the statistical analysis and revealed the most common forms of signals. As a result, the paper considers the perspectives of the further development of the discussed statements.

Railway wheels are one of the important parts of railway vehicles, and it is necessary to inspect their status frequently. To measure the wheel tread geometric parameters dynamically and accurately in a train running environment, a line-structured light vision sensor-based measurement system was demonstrated in this paper. In the system, a subpixel laser stripe centre extraction algorithm based on skeleton extraction, which can significantly reduce the interference of complex lighting environments in the field and greatly improve the extraction accuracy, was proposed. To further improve the measurement accuracy and stability, the influence of the eccentricity error caused by the dynamic measurement on the results was analyzed, a mathematical model was established, and the deformed profile was corrected. The system has been successfully applied to railway maintenance sections and has become a part of train safety inspection systems. Field tests were conducted to verify the performance of the system, and the results showed that the measurement accuracy and stability are marked improved after eccentric error correction, especially for the flange height and QR value.

The present work deals with designing and analysis of crane wheel of E.O.T cranes that runs on a rail span of 34 meters. Weight of crane is 150 T and working load of 16 to 20 T. E.O.T crane consists of 8 wheels and all these wheels are subjected to total load of crane (170 T). hence wheels are subjected to more were and tear. To overcome this problem, different parameters like wheel diameter, width of tread, depth of flange and thickness of guiding wheel flange at the base, are to be adopted carefully. Crane wheels have straight tread. To guide the crane properly and to prevent its derailment, they have flanges. In case of flangeless wheels there are guide rollers on both sides of track rails. The wheels are mounted is such a way that they enhance /facilitate removal and replacement will be easy. The wheel tread width is greater than rail head by such an amount which can facilitate for known variation in the gantry rail alignments and gantry track span dimensions.

There is an increasing concern over the quality of incoming recycled material for the manufacturing of tyre tread compounds. Often, the recycled material is a blend of different tyre segments. The parts and segments of tyre generally contain varying composition of rubber constituents. Because of the similar physical appearance, the source and composition of this material are somewhat complicated to be differentiated, hence compromising the quality of the tyre treads produced. In the manufacturing of tyre treads especially for heavy vehicles such as buses and trucks, the recycled material of sufficient quality should be used. They were investigated with regard to the mechanical properties and morphological studies. Tensile modulus and hardness appreciably increased with WTR loading. Tear strength increased with increasing GTP. The dispersion of hybrid composites in the matrix was confirmed by Scanning Electron Microscopy. However use GTP in partial NR-SBR compounds, suitable for low potential application which leads to significant solution of environmental contamination.

Tire re-treading is a re-manufacturing process to tread on tire’s casing. The performance of the re-treaded tire is studied with the qualitative and quantitative research process. From safety point of view, it is very cruical to establish some standard on retreaded tires there are several causes of tire tread failure and no standards are currently in existance therefore the motivation behind this research is to establish a model for fatigue crack growth rate (CGR) prediction for retreaded tire rubber. The progressive simulation model is built to explore the relationship between tearing energy and CGR of the specimen in retreaded tire rubber. An analytical approach is used to check that retreaded tires obey the power-law between tearing energy and fatigue crack growth rate. Testing of the tire rubber specimen from belt edge area is performed for different strains rates. The De Mattia fatigue tester system is used to test the rate of crack growth in a relaxed state in rubber specimens (R = 0).Large volume of data is gathered through testing and regression analysis is done to get the value of the coefficient of determination (R2).This proves that there is a strong correlation between tearing energy and CGR .Results of SPSS simulation also agree with the experimental testing results with less than five percent deviation .CGR in retreaded tire rubber compared with CGR in new tire rubber shows CGRin retreaded titr rubber is significantly higher than that in new tire rubber.Tearing energy decreases moderately however crack grows fast.The findings of this research can be used to improve the quality of the product by small tire retreaders and also useful to policy makers.

This paper presents the results of experimental studies on the deceleration of M1 vehicles with studded and non-studded tires on a packed snow road. The experimental studies were carried out in a specially designated area with a freshly packed snow surface. We considered the deceleration of vehicles with an active ABS. As a result of the experimental studies, deceleration values and diagrams describing vehicle deceleration were obtained. The compiled mathematical model made it possible to determine the values of the grip coefficients. The experimental studies were conducted using an LWS-2/MC brake tester at ambient temperature t = (–21 ± 1)°C. Based on the graphical data obtained, we assessed the vehicle’s deceleration. The paper provides recommendations for assessing the interaction between a vehicle and a packed snow surface.

In this paper, an approach for visual, non-contact automatic inspection of tyre tread depth based on existing image processing techniques is presented. Histograms of oriented gradient are used for feature extraction from images. In order to analyse which set of features gives the best classification results, a linear support-vector machine classifier was trained and tested using different numbers of pixels and numbers of cells per block. The obtained processing and experimental results are presented in this paper.

Silica dispersibility in a silica-rubber compound is an important factor determining the braking performance, wear resistance, and rolling resistance of an automobile tire tread. In this study, a poly(itaconic acid-co-acrylamide) (IA-co-AAM) dispersant was synthesized by the copolymerization of IA with AAM as a novel silica dispersant for a wet masterbatch (WMB) system. We confirmed the improved silica dispersibility in the silica-rubber compounds via a rubber process analyzer (RPA) and Mooney viscometer (MV). Based on the MV measurements, the values of MV for the silica-SBR compounds using the dispersant decreased by 30 % compared to those in the absence of the dispersant. This showed a positive effect on the rubber processing workability of the silica-SBR compounds. We also evaluated the dynamic viscoelastic properties of the compounds via a dynamic mechanical analyzer (DMA) and found that the rolling resistance of the compounds for the tire tread area also improved.

Currently, mobile power tools equipped with ultra-low pressure tires are widely used in agriculture when conducting field work in the early spring. For these power tools, fundamentally new wide-profile tires with low load capacity have been developed, featuring ultra-low intra-tire pressure (10-80 kPa), increased profile width, low ply (2-4), high elasticity and soil-covering tread, which in turn provides the necessary traction qualities. Due to the high elasticity of these tires and the relative radial deflection (up to 25 %), the contact area of the tire with the soil increases and the specific pressure decreases. It was determined that due to the cost parameters, a wide range of ultra-low pressure tires, as well as specific features of the tests, they remain insufficiently studied at the moment. In this regard, we conducted bench tests and determined the basic and traction characteristics of the ultra-low pressure tire with a dimension of 1020×420-18 model Bel-79. We derived equations for the dependence of tire performance on various factors. Found that when driving on a concrete supporting base traction properties of the tire are improved with the increase of the internal pressure of the tire and the load on the wheel when driving on the field, prepared for sowing Lucchini support-coupling indicators is observed with a decrease of the internal pressure of the tire and load wheel. It was noted that the results of the tests can be used as reliable initial data for the development of mathematical models of the movement of various mobile power vehicles equipped with ultra-low pressure tires.

The sequence of carrying out of researches of tires of a freight vehicle on the basis of expert practice is considered. The research of tires of a truck has been conducted, an example of an expert research of tires is resulted, as a result of which the causes of damage of tires were established. The tire connects the vehicle to the road, perceives its weight, braking effort and dynamic impact that arises due to the roughness of the road surface. It is not uncommon for the vehicle to operate even on roads with a satisfactory road surface and damage to the tires. Damage to the tires can be generated as a result of industrial damage (factory defect) and as a result of operational damage. The most common and serious cause of premature wear and damage to tires is non-compliance with the established air pressure norms and overload tires. Changing the configuration of the profile and increasing the deformation of the bus cause an increase in the voltage in its material. As a result, it increases its premature wear. At increased load (overload) the tension voltage in the places of contact of the tire with the road increases and its specific pressure on the road, from which the tread wears away more quickly. Overvoltage in the material and increase in deformation is accompanied by a general increase in friction and heat formation in the tire. At increased load (overload) the tension voltage in the places of contact of the tire with the road increases and its specific pressure on the road, from which the tread wears away more quickly. Overvoltage in the material and increase in deformation is accompanied by a general increase in friction and heat formation in the tire. In the course of the research it was established that the tires Satoya SD 062-III have operational damage, the detects damage to the tires was formed as a result of their operation, which could contribute to vehicle overload, non compliance with tire pressure and the movement of the vehicle on roads with improper road surface. External inspection the examination of Satoya SD 062-III tires showed no signs of industrial damage (factory defects).

The component of vehicle tires that contacts the road is the tire tread. It consists of several tread blocks with different shape and can be realized by siped structures to improve the traction on the pavement, in particular in wet, icy, or snowy conditions. The blocks are usually made of elastomer materials, which possess viscoelastic behavior. Viscoelasticity can be described by classical rheological models or, alternatively, as shown in this paper, by fractional viscoelastic models. Fractional models can fit the material properties better with fewer parameters. Each single tire tread block shows periodically frictional impacts with the pavement. The contact configurations and transitions among stick and slip or impact and detaching can be formulated as a linear complementarity problem, whose solution estimates the local contact forces. We simulate transient deformations of a tire tread block by developing a discretized fractional viscoelastic model. The focus is on the deformation process of a tread block with siped structure on different ice tracks with frictional contact. In particular the interlocking of the tread block lips with the edges on the ice surface and the self-contact of the lips are considered. The simulation results are compared to measurements on a high velocity linear testing bench. The contact forces of the frictional contact for plane and rough surfaces on ice and also the deformation process of siped tread blocks, where self-contact can occur, are investigated. The qualitative comparison between results out of simulations and experiments shows a good agreement.

To improve the properties of silica-reinforced truck tire tread compounds, especially abrasion resistance, the effect of vinyl contents in butadiene rubber (BR) or solution styrene–butadiene rubber (SSBR) as secondary polymers in silica-filled natural rubber (NR) compounds at a ratio of 80/20 phr is investigated in the first part of this study. By increasing the levels of vinyl contents in BR in combination with NR, a better Payne effect, 300% modulus, reinforcement index, and tan delta at −20 and 0 ° C are obtained, whereas the tensile strength, elongation at break, and DIN abrasion resistance index decrease with increasing vinyl contents. Higher vinyl contents in SSBR result in improvements in Payne effect, 300% modulus, tan delta at −20 and 0 °C but only a small improvement in DIN abrasion resistance index. Combinations of secondary fillers and polymers in silica-filled NR are covered in the second part of present study. Silica/carbon black–filled NR/BR and NR/SSBR, respectively, and silica/organoclay–filled NR/BR and NR/SSBR show positive effects on scorch time and optimum cure time, with only slight changes in Payne effect, tensile properties, tan delta at −20 and 0 ° C and DIN abrasion resistance as compared with compounds with carbon black N134. The use of organoclay results in an enhanced Payne effect and tan delta at 60 °C, indicative of reduced filler–filler networking and consequently a lower rolling resistance of tire tread compounds as compared with the compound without organoclay. The specific combination of a small amount of organoclay replacing the same amount of silica, together with some of the NR replaced by high-vinyl BR, promises a substantial overall boost in wet and ice traction, abrasion, and wear resistance as compared with straight NR/silica tire treads. This new observation helps to overcome one of the main shortcomings of NR/silica compounds: their generally low wear resistance.

The focus of this study was to investigate the effects that different basketball shoe outsole tread patterns have on the amount of slip and therefore the performance of the individual while undergoing normal basketball transitions. Tread grooves and patterns must exist on the outsole of a basketball shoe to account for the chances of contamination and for the practical durability of the shoes. With the existence of so many basketball shoes with varying tread patterns and characteristics it presents the question of whether or not varying patterns affect traction, slip, and athletic performance. This study evaluated the amount of slips of two pairs of basketball shoes with human participants running basketball drills on a hardwood basketball floor at Wartburg College. The results indicated that one shoe with a more unique tread pattern exhibited fewer slips and severe slips, especially when considering lateral movements, than the shoe with a tread pattern seen more often in shoes available on the market today.

Protektiranje je tehnološki postupak pri kojemu se istrošeni gazni sloj gume uklanja i na neoštećenu karkasu gume postavlja se novi. U prvom dijelu rada dan je pregled vrsta guma, osnovni dijelovi, te su prikazane grupe materijala koje se primjenjuju za izradu istih. U drugom dijelu, detaljnije je opisan protektorski sloj gume, kao i postupci protektiranja guma . Postupak protektiranja gume sastoji se od četiri glavne faze obrade, a to su poliranje, cementiranje, montaža i oblikovanje. Na kraju rada, prema ECE pravilniku R109, dan je prikaz propisa i zahtjeva za izradu protektiranih guma. Retreading is a technological process in which a used tyre’s worn tread is removed and a new tread is positioned on the undamaged tyre carcass. In the first part of the paper, tyre designs, main parts, and a group of materials, which are used for tyre manufacturing, are presented. In the second part, tread and the manufacturing process of retreading are described in more detail. Retreading process consists of four main processing stages, and these are buffing, cementing, building and moulding. At the end of this paper, according to ECE regulation R109, regulations for retreaded tyres are presented.

Falls are the leading cause of emergency department visits. Slipping on liquid contaminants is a common cause of falls. Footwear has demonstrated promise in preventing these slips.The mechanics of ...

Shoe tread reduces the risk of slips and falls by improving shoe-floor friction and under- shoe fluid dispersion. Shoe design and friction standards exist to improve shoe safety, though these stand...

Among the running faults of railway freight cars, wheelset faults still occupy a very large proportion in all operation faults. These faults seriously affect and threaten the operation safety of railway freight cars. Focusing on the data of the operating mileage of C80 wheelset, application of the two-parameter Birnbaunm-Saunders (BS) fatigue life distribution and the Weibull distribution are introduced and reviewed for analyzing the data of three high-risk wheelset faults, namely the wheel diameter difference, the circumferential wear of the tread and the location depression of tread. The analysis results show that the application of BS fatigue life distribution in the prediction of wheelset reliability is feasible.

Carbon black has been replaced with silica as a reinforcing filler in tire tread compounds. This change has led to lower rolling resistance and improved hysteretic losses of so-called “green tires.” However, the dispersion of silica in the rubber matrix is an important issue due to the poor compatibility of hydrophilic silica with a hydrophobic rubber matrix. Recently, some rubbers with polar functional groups that can interact with silica have been studied to improve the interaction in silica-filled rubber composites. In this work, we fabricated the silica-filled rubber composites with solution styrene butadiene rubber (SSBR) and epoxidized natural rubber (ENR) and evaluated their properties in a silica-containing rubber formulation compared to conventional SBR and NR. The silica-embedded polar rubber matrix exhibits remarkable enhancement in the modulus, tensile strength, and abrasion properties due to an efficient dispersion of the silica and improvement of interfacial interactions with the rubber matrix. The polar rubber composite exhibits an enhanced dry and wet braking and improved rolling resistance due to the improved dispersion of the silica in the rubber matrix. These results show that rubber composites prepared with polar rubbers have great potential for tire engineering applications.

Wheel tread wear is a form of wheel damage that can seriously affect the performance of freight vehicles. A new numerical approach to optimizing wheel profiles can reduce circular wear on the LM wheel in the design cycle. This approach considers the influence of different line conditions and speed fluctuation on wheel wear, along with the performance of the wheel and the rail as the materials wear. In this approach, a nonlinear numerical optimization model for the wheel tread profile is built through a backpropagation (BP) neural network method. The multipoint Kik–Piotrowski (KP) contact mechanics model is applied to calculate the wheel/rail normal force, tangential creep force, the stick-slip area, and the size and shape of the contact patch. The optimal profile is obtained through the genetic algorithm (GA) method. In order to better reflect the random characteristics of wheel/rail matching and interval uncertainty, a random sampling technique is used to generate a random data sample at typical operating speeds.

We aimed to clarify the efficacy of futsal shoe outsole tread pattern on mechanically available traction, dynamic human traction performance and athlete’s perceived traction. Thirty-nine university...

Occupational ApplicationsRisk factors for work-related musculoskeletal disorders were found to be prevalent in the informal work sector of tire tread removing units at Jabalpur in Central India. A majority of the tasks examined were in high-risk category requiring immediate ergonomic intervention. We show that using relatively simple methods, with little training, can aid in early detection of risk factors and thus help to prevent the onset of work-related musculoskeletal disorders. Based on the study results, we present several possible ergonomics interventions, which may be a cost-effective approach to reducing injury risk and enhancing productivity.

Previous studies show that the material properties of the rubber are among the most important factors when designing a tire. In this study, we investigated the effects of different rubber properties on tire performance on ice. A theoretical model that incorporates these tire material properties was developed. The model was used to estimate the height of the water film generated due to friction and the friction coefficient for both, dry and wet regions at the tire-ice contact patch. After validating the results using experimentally collected data, the model was used to perform a sensitivity analysis on the tire performance with respect to six material properties of the tread rubber: thermal conductivity, rubber density, Young’s modulus, specific heat, roughness parameter of the rubber, and radii of spherical asperities of the rubber. To study the effect of each parameter, the desired material property was varied within a specific range while the other parameters were kept constant. The results from this study show the sensitivity of the magnitude of the friction coefficient to the rubber material properties. The friction coefficient has a direct relationship with the density of the rubber and has an inverse relationship with Young’s modulus, specific heat, and roughness parameter.

Tire - Pavement friction is one of the most important indicators in the transport safety field and also affects the design, construction, and maintenance of pavement and tire at all stages. Different parameters, independently or in combination with other cases, affect the Tire - Pavement friction. In this research, the effect of Four important factors (velocity, pavement texture, tread depth, and surface water flow) on Tire - Pavement friction, by using a locked wheel machine has been investigated. Also, the effect of changes in each of these variables on the friction amount simultaneously whit concerning the change of other variables has been studied. The results generally indicate the friction between the tires and a specific pavement could be reduced by up to 70% due to the changes in the different variables. Also, by using statistical analysis, the relationship between the variables that can affect tire- pavement friction, was presented as an equation with an appropriate level of significance.

The asphalt pavement texture is vertical asymmetric, and the tread rubber may contact part of pavement surface. Therefore, the tread penetration depth (d) is probably essential for developing a rel...

Tire performance plays a significant role in vehicles’ safety and fuel efficiency and is thus a critical vehicle technology driven by the materials used. The tires’ characteristics are largely depe...

Solution styrene-butadiene rubber (SSBR) reinforced by hybrid fillers of carbon black (CB) and silica (PSi) was prepared with various CB/PSi ratios. Rheological and mechanical properties of rubber compounds and vulcanisates were investigated. Results of compounds demonstrate that, with increasing CB fraction, increases in the magnitude of the Payne effect and Mooney viscosity were found. On the contrary, with increased loading of PSi, increases in optimum cure time (tc90) and cure torque difference were evidenced. The results suggest superiority in filler dispersion level and cure efficiency in the systems filled with high PSi fraction due to the presence of Bis [3-(triethoxysilyl) propyl] tetrasulphide (TESPT or Si-69) as a silane coupling agent. As for vulcanisate properties, the systems with increased PSi fraction exhibit enhancement in mechanical strength and elastic contribution, which are in good agreement with rubber compound properties. Also, the decrease in loss factor at 60 °C was observed with increasing PSi fraction, suggesting the desirable reduction in rolling resistance of tyre tread.

Brass (which is an alloy of copper and zinc)-coated steel cords (BCSCs) in the form of belts are embedded in a rubber compound in radial tires (beneath the tread) to give stability and strength to ...

Tire tread pattern is a crucial parameter to prevent hydroplaning. In this study, numerical modeling was used to investigate tire hydroplaning based on flow–structure interaction. The empirical model of hydroplaning speed published in the literature was used to validate the computational model. Analysis of water flow velocity and turbulent flow energy revealed that lateral grooves of the tire significantly influenced water drainage capacity. Based on the relationship between water flow vector and lateral groove shape, a combination of Kriging surrogate model and simulated annealing algorithm was used to optimize lateral groove design to minimize hydrodynamic lift force. Four geometry parameters of lateral grooves were selected as the design variables. Based on design of experiment principle, 12 simulation cases based on the optimal Latin hypercube design method were used to analyze the influence of design variables on hydrodynamic lift force. The surrogate model was optimized by the simulated annealing algorithm to optimize tire tread pattern. The results indicated that at the same water flow speed, the optimized lateral grooves can reduce hydrodynamic lift force by 14.05% and thus greatly improve safety performance of the tire. This study proves the validity and applicability of using numerical modeling for solving the complex design of tire tread pattern and optimization problem.