A detailed tire tread friction model considering dynamic friction states

Zhang, Meng; Unrau, Hans-Joachim; Gießler, Martin; Gauterin, Frank

doi:10.1016/j.triboint.2024.109342

Cited by 5 publications

(3 citation statements)

References 27 publications

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“…Additionally, the presence of the groove leads to a more even distribution of contact stress, which may contribute to the observed reduction in frictional vibration. (2) The position of the groove and the direction of sliding are critical factors affecting frictional vibration. A groove located on the back of the block opposing the direction of movement is more effective in attenuating frictional vibration than a groove on the front of the block.…”

Section: Discussionmentioning

confidence: 99%

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The Frictional Vibration Attenuation of Rubber Utilizing a Groove on the Body

Qu,

Wang,

Ren

et al. 2024

Polymers

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Frictionally induced vibrations in rubber are readily triggered due to their lower stiffness and higher elasticity. This study developed a numerical model to investigate the frictional vibration of a rubber block with a groove on its side surface against an aluminum disc. The results indicate that a backside groove (GB) on the block significantly enhances vibration attenuation, with a decay time 0.6 s faster than a non-grooved (NG) block, despite a potentially higher initial vibrational amplitude. In contrast, a frontside groove (GF) results in persistent frictional oscillations, with the steady-state time being similar for both GB and GF configurations. The underlying mechanism is attributed to the GB’s effectiveness in reducing the maximum energy imparted to the block initially, dissipating vibrational energy more swiftly, and distributing the contact stress more uniformly. The discrepancies in frictional forces between the conducted experiment and the simulation for the NG, GB and GF cases were 11.3%, 9.3% and 12.1%, respectively, quantitatively indicating the moderate precision of the results from the simulation. The insights gained from this study hold promise for enriching methods of mitigating vibrations arising from rubber friction.

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Section: Discussionmentioning

confidence: 99%

“…The soft–hard material friction pair is a classic friction pair frequently employed in applications such as tires, rubber rollers, belt pulleys, rubber seals, and stern bearings [ 1 , 2 , 3 , 4 , 5 ]. These pairs are crucial for vibration damping, friction enhancement, and sealing functions.…”

Section: Introductionmentioning

confidence: 99%

The Frictional Vibration Attenuation of Rubber Utilizing a Groove on the Body

Qu,

Wang,

Ren

et al. 2024

Polymers

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“…On the other hand, the ratio between longitudinal force due to gliding slip and that due to deformation slip changes with the slip value. At low slip values, the proportion of deformation slip predominates, and the proportion of gliding slip increases only gradually once the slip is increased [29]. Both effects together result in a continuously increasing ratio between gliding and deformation slip with increasing longitudinal force and tire inflation pressure (see Supplementary Materials Figure S2).…”

Section: Influence Of Inflation Pressure On Pm Emissionmentioning

confidence: 98%

Influence of Vertical Load, Inflation Pressure, and Driving Speed on the Emission of Tire–Road Particulate Matter and Its Size Distribution

Schläfle,

Zhang,

Unrau

et al. 2024

Atmosphere

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As fleet electrification progresses, vehicles are continuously becoming heavier, while the used electric motors, with their high torques, enable longitudinal dynamics to be maintained or even increased. This raises the question of what effect electric vehicles have on the emission of tire–road particulate matter (PM). To answer this question, investigations were carried out in this study on a tire internal drum test bench with real road surfaces. In addition to the vertical load, the tire inflation pressure and the driving speed were varied. PM emissions were recorded in real time, resulting in emission factors (emission per kilometer driven) for different load conditions. This allows statements to be made about both the effect on the total emission and on the particle size distribution. It was shown that the PM emission increases linearly with the vertical load at constant longitudinal dynamics. If the tire inflation pressure is increased, the emission also increases linearly, and the increases in emission are equally large for both influences. A clear influence of the driving speed on the emission factor could not be determined. With regard to the particle size distribution, the following correlations were found: higher vertical load and higher tire inflation pressure result in a larger mean particle diameter, while a higher driving speed reduces it. Thus, this study contributes to a better understanding of the expected changes in tire-road PM emissions as a result of electrification.

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