Tire speed ratings derive from regulatory testing in which tire structural integrity is validated over a series of steps with successively increasing speed. For the FMVSS 139 high-speed standard, there are four half-hour duration speed steps at 80, 140, 150, and 160 kph. Speed ratings from Q through Y may be attained through the UN ECE R30 regulation high-speed testing. For either protocol, a tire must demonstrate the ability to operate without crack development at high speed for a specified period. After the test, “there shall be no evidence of tread, sidewall, ply, cord, inner liner, belt or bead separation, chunking, broken cords, cracking, or open splices.” A workflow for simulating regulatory high-speed durability performance has been developed based upon (1) recent improvements to the Abaqus steady-state transport formulation that now permit converged solutions to be obtained at high speed (including after the development of standing waves in the tire) and (2) Endurica DT self-heating and incremental fatigue simulations that account for thermal effects and for damage accumulation occurring due to a schedule of load cases. The self-heating calculation features the Kraus model and accurately captures viscoelastic loss modulus dependence on strain amplitude and temperature. For each step of the high-speed procedure, steady-state structural and thermal solutions are first computed. The deformation history in the presence of standing waves is shown to require rainflow counting due to the occurrence of multiple load cycles per tire revolution. Crack growth is finally integrated for each potential critical plane through each step of the test until failure is indicated. Standing waves at high speed induce significant self-heating and damage, rapidly limiting high-speed performance. The temperature dependence of self-heating and strength properties also plays a major role in limiting high-speed durability. The simulations were executed on both a flat surface and on the regulation specified 1.7 m diameter road wheel. As expected, durability testing on the road wheel is more severe, and the beneficial effect of a nylon overwrap is predicted.

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Rubber surfaces exposed to concentrated, sliding impacts carry large normal and shearing stresses that can cause damage and the eventual removal of material from the surface. Understanding this cut-and-chip (CC) effect in rubber is key to developing improved tread compounds for tires used in off-road or poor road conditions. To better understand the mechanics involved in the CC process, an analysis was performed of an experiment conducted on a recently introduced device, the Coesfeld Instrumented Chip and Cut Analyser (ICCA), which repetitively impacts a rigid indenter against a rotating solid rubber wheel. The impact process is carefully controlled and measured on this lab instrument, so that the contact time, normal force, and shear force are all known. The numerical evaluation includes Abaqus finite element analysis (FEA) to determine the stress and strain fields during impact. The FEA results are combined with rubber fracture mechanics characteristics of the material as inputs to the Endurica CL elastomer fatigue solver, which employs critical plane analysis to determine the fatigue response of the specimen surface. The modeling inputs are experimentally determined hyperelastic stress-strain parameters, crack growth rate laws, and crack precursor sizes for carbon black–filled compounds wherein the type of elastomer is varied in order to compare natural rubber (NR), butadiene rubber (BR), and styrene-butadiene rubber (SBR). At the lower impact force, the simulation results were consistent with the relative CC resistances of NR, BR, and SBR measured using the ICCA, which followed the order BR > NR > SBR. Impact-induced temperature increases need to be considered in the fatigue analysis of the higher impact force to provide lifetime predictions that match the experimental CC resistance ranking of NR > SBR > BR.

Top predators often have large home ranges and thus are especially vulnerable to habitat loss and fragmentation. Increasing connectance among habitat patches is therefore a common conservation strategy, based in part on models showing that increased migration between subpopulations can reduce vulnerability arising from population isolation. Although three-dimensional models are appropriate for exploring consequences to top predators, the effects of immigration on tri-trophic interactions have rarely been considered. To explore the effects of immigration on the equilibrium abundances of top predators, we studied the effects of immigration in the three-dimensional Rosenzweig-MacArthur model. To investigate the stability of the top predator equilibrium, we used MATCONT to perform a bifurcation analysis. For some combinations of model parameters with low rates of top predator immigration, population trajectories spiral towards a stable focus. Holding other parameters constant, as immigration rate is increased, a supercritical Hopf bifurcation results in a stable limit cycle and thus top predator populations that cycle between high and low abundances. Furthermore, bistability arises as immigration of the intermediate predator is increased. In this case, top predators may exist at relatively low abundances while prey become extinct, or for other initial conditions, the relatively higher top predator abundance controls intermediate predators allowing for non-zero prey population abundance and increased diversity. Thus, our results reveal one of two outcomes when immigration is added to the model. First, over some range of top predator immigration rates, population abundance cycles between high and low values, making extinction from the trough of such cycles more likely than otherwise. Second, for relatively higher intermediate predator migration rates, top predators may exist at low values in a truncated system with impoverished diversity, again with extinction more likely.