Rubber friction for tire tread compound on road surfaces

Lorenz, B.; Persson, B. N. J.; Fortunato, G.; Giustiniano, M.; Baldoni, F

doi:10.1088/0953-8984/25/9/095007

Cited by 57 publications

(56 citation statements)

References 38 publications

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“…Figure 6: Temperature penetration due to flash heating from frictional power, [4] to keep the convection coefficient in an physically meaningful value range. The reference temperature found by the optimisation tool is a few degrees above the road temperature and can be interpreted as an averaged contact temperature between road and tyre, this comes in handy because to calculate this temperature much information would be needed about the track properties, which is unavailable in most cases.…”

Section: Resultsmentioning

confidence: 99%

Experimental Validation of Various Temperature Modells for Semi-Physical Tyre Model Approaches

Hackl

Scherndl

Hirschberg

et al. 2017

IOP Conf. Ser.: Mater. Sci. Eng.

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Abstract. With increasing level of complexity and automation in the area of automotive engineering, the simulation of safety relevant Advanced Driver Assistance Systems (ADAS) leads to increasing accuracy demands in the description of tyre contact forces. In recent years, with improvement in tyre simulation, the needs for coping with tyre temperatures and the resulting changes in tyre characteristics are rising significantly. Therefore, experimental validation of three different temperature model approaches is carried out, discussed and compared in the scope of this article. To investigate or rather evaluate the range of application of the presented approaches in combination with respect of further implementation in semi-physical tyre models, the main focus lies on the a physical parameterisation. Aside from good modelling accuracy, focus is held on computational time and complexity of the parameterisation process. To evaluate this process and discuss the results, measurements from a Hoosier racing tyre 6.0 / 18.0 10 LCO C2000 from an industrial flat test bench are used. Finally the simulation results are compared with the measurement data. IntroductionWith enhanced integration of simulation and modelling into vehicle development and assistance systems, the requirements for simulation models regarding precision and computational time are increasing rapidly. In this case, not only demands affecting vehicle modelling but also tyre modelling become more important. In recent years, with improvement in tyre simulation, the needs for coping with tyre temperatures and the resulting changes in tyre characteristics are rising significantly. These changes include, amongst other things, the temperature dependent behaviour of friction coefficients and the loss of cornering stiffness with increasing temperature. To account those effects in modern assistance systems, it will become mandatory to reliably estimate tyre temperatures with information gathered from sensors or state estimators the vehicle can provide. This needs to be done in real time and therefore a reasonable compromise between accuracy and computational time has to be achieved. To generate a comparative basis three different models are tested in regard of the fulfilment of the requirements mentioned. To keep the effort needed for parameterisation as low as possible, the models were designed to handle the simulation with little to no information about the car itself and instead focusing on properties derived from tyre measurements.

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Section: Resultsmentioning

confidence: 99%

Experimental Validation of Various Temperature Modells for Semi-Physical Tyre Model Approaches

Hackl

Scherndl

Hirschberg

et al. 2017

IOP Conf. Ser.: Mater. Sci. Eng.

View full text Add to dashboard Cite

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“…The contribution to the overall friction due to the force of shearing a thin fluid-like film formed by segments of rubber molecules [8] has been suggested to be modeled as:…”

Section: Contact and Friction Of Rubbersmentioning

confidence: 99%

“…Cyclic deformation of the rubber dissipates energy via the internal damping in the bulk of the material and generates the hysteresis component of friction [2]. Other contributors to rubber friction are energy dissipation due to crack opening [7] and energy dissipation in shearing of a thin viscous film [8]. The significant role of interfacial interactions in determining the wet sliding friction of elastomer compounds has been noted by Pan [9].…”

Section: Introductionmentioning

confidence: 99%

Existence of a Tribo-Modified Surface Layer on SBR Elastomers: Balance Between Formation and Wear of the Modified Layer

et al. 2015

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In most of the tribological contacts, the composition and tribological properties of the original interface will change during use. The tribo-films, with modified properties compared to the bulk, are dynamic structures that play a significant role in friction. The existence of a tribo-modified surface layer and its importance on the overall friction of elastomers has been shown both theoretically and experimentally before. The characteristics of the modified surface layer deserve specific attention since the tribological properties of elastomers in contact with a rough counter-surface are determined by these modified surfaces together with the properties of bulk of the material. Both the formation of the modified layer and the break down (wear) of it are of importance in determining the existence and thickness of the tribo-modified layer. In this study, the importance of the wear is emphasized by comparing two styrene butadiene rubber-based elastomers in contact with a granite sphere. A current status of perception of the removal and the stability of the modified surface layers on rubbers is introduced as well as experimental work related to this matter and discussion within literature. Pin-on-disk friction tests are performed on two SBR-based samples in contact with a granite sphere under controlled environmental conditions to form the modified surface layer. Although the hysteresis part of the friction force which has a minor contribution in the overall friction is not markedly different, the total measured friction coefficient differs significantly. Mechanical changes both inside and outside the wear track are determined by atomic force microscope nano-indentations at different timescales to examine the modified surface layer on the test samples. The specific wear rates of the two tribo-systems are compared, and the existence of the modified surface layer, the different measured friction coefficient and the running-in distances toward steady-state friction are explained considering different wear rates. A conceptual model is presented, correlating the energy input into the tribo-system and the existence of a modified surface layer.

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“…The modeling of kinetic rubber sliding friction coefficient on self-affine surfaces has been treated by several authors based on the hysteretic energy losses arising from the rubber deformation by surface asperities [20][21][22]; after appropriate simplification of real contact area and viscoelastic energy loss, the calculation of the kinetic sliding friction coefficient also has two components, the hysteretic friction coefficient and the adhesion friction coefficient. Even in a typical case, the increasing temperature can result in a decrease in rubber friction with increasing sliding velocity for V > 0.01 m/s [9]; this can be ignored in vehicle road applications.…”

Section: The Simplified Kinetic Rubber Sliding Friction Coefficientmentioning

confidence: 99%

Vehicle Unsteady Dynamics Characteristics Based on Tire and Road Features

2013

Advances in Mechanical Engineering

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During automotive related accidents, tire and road play an important role in vehicle unsteady dynamics as they have a significant impact on the sliding friction. The calculation of the rubber viscoelastic energy loss modulus and the true contact area model is improved based on the true contact area and the rubber viscoelastic theory. A 10 DOF full vehicle dynamic model in consideration of the kinetic sliding friction coefficient which has good accuracy and reality is developed. The stability test is carried out to evaluate the effectiveness of the model, and the simulation test is done in MATLAB to analyze the impact of tire feature and road self-affine characteristics on the sport utility vehicle (SUV) unsteady dynamics under different weights. The findings show that it is a great significance to analyze the SUV dynamics equipped with different tire on different roads, which may provide useful insights into solving the explicit-implicit features of tire prints in systematically and designing active safety systems.

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Rubber friction for tire tread compound on road surfaces

Cited by 57 publications

References 38 publications

Experimental Validation of Various Temperature Modells for Semi-Physical Tyre Model Approaches

Experimental Validation of Various Temperature Modells for Semi-Physical Tyre Model Approaches

Existence of a Tribo-Modified Surface Layer on SBR Elastomers: Balance Between Formation and Wear of the Modified Layer

Vehicle Unsteady Dynamics Characteristics Based on Tire and Road Features

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