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Investigation on the Thermal Characteristics of Dry Bonding System for Tire Applications
Published in Sajith Thottathil, Sabu Thomas, Nandakumar Kalarikkal, Didier Rouxel, Advanced Polymeric Materials for Sustainability and Innovations, 2018
D. Jeyabala, J. Dhanalakshmi, C. T. Vijayakumar
Tread is the wearing surface of the tire, which comes in contact with the road surface. The tread has to provide the necessary traction, sufficient grip, low rolling resistance, less noise, low heat buildup, good abrasion resistance, resistance to chipping, cut growth resistance, flex resistance, and so forth The tread compound is hence designed to meet these requirements and also other processing requirements such as scorch safety, good flow properties, good green tackiness, good dimensional stability, and so forth The elastomers used for tire tread are natural rubber (NR), styrene butadiene rubber (SBR), their oil extended varieties and butadiene rubber (BR). Sometimes cis-poly isoprene, ethylene propylene monomer (EPM) rubber, and ethylene propylene diene monomer (EPDM) rubber are also used. Among the polymers NR, BR, and SBR, the lowest heat buildup is offered by NR and highest road holding capacity by SBR. There is a good difference in the loading of front and back tires. Generally, front tire will be of rib design and rear tire will be of the lug design.
Rubber-Curing Systems
Published in Anil K. Bhowmick, Current Topics in ELASTOMERS RESEARCH, 2008
The tread is probably the most critical component of the tire determining the final performance. This is also the thickest component of the tire and it contributes most of the energy losses that in turn will cause a rise in the tire’s running temperature and an increase in fuel consumption for the vehicle. Tread is also responsible for the safety component of the tire and its surface is designed to provide better grip in all conditions of dry, wet, ice, or snow but with minimum noise generation. Trying to balance the three main apparently conflicting needs of wear, wet grip, and rolling resistance, together with many other performance requirement leads to a wide range of tread formulations covering several natural and synthetic rubbers combined with different ratios with alternative filler types. The cure system should be CV/SEV.
Wheels and Tyres
Published in G. K. Awari, V. S. Kumbhar, R. B. Tirpude, Automotive Systems, 2021
G. K. Awari, V. S. Kumbhar, R. B. Tirpude
The tread of a tyre or track refers to the rubber on its circumference that makes contact with the road or the ground. As tyres are used, the tread is worn off, limiting its effectiveness in providing traction. A worn tyre can often be retreaded. Tyres usually fall into one of the following categories: symmetrical, asymmetrical, directional and non-directional. Directional tread patterns are designed to provide a variety of functions under different driving conditions.
Effects of natural shoe wear on traction performance: a longitudinal study
Published in Footwear Science, 2022
Sarah L. Hemler, Erika M. Pliner, Mark S. Redfern, Joel M. Haight, Kurt E. Beschorner
Shoe-floor friction is often dependent on the shoe outsole tread design. The available coefficient of friction (ACOF), which is measured between two surfaces (where a higher ACOF is associated with a reduced slip risk), has been a useful metric for determining slip risk (Iraqi et al., 2018; Hanson et al., 1999; Sundaram et al., 2020). Various shoe tread factors have been shown to influence ACOF including shoe heel shape (Hemler & Beschorner, 2019; Iraqi, Vidic, Redfern, & Beschorner et al., 2020), hardness (Iraqi et al., 2020; Tsai & Powers, 2008), tread surface area (Iraqi et al., 2020), tread depth (Beschorner & Singh, 2012; Blanchette & Powers, 2015; Li et al., 2006), tread width (Blanchette & Powers, 2015; Li & Chen, 2004, 2005), and tread orientation (Blanchette & Powers, 2015; Yamaguchi et al., 2017). Tread features are important for achieving adequate shoe-floor friction and for dispersing fluid to prevent injuries such as slipping.