Simplified mathematical modeling and parametric study on friction coefficient of rubber materials for vehicle's tire application

Abstract

The properties of rubber have allowed it to be utilized across many different industries. One of the industries that use rubber is the tire industry. The rubber used in tires affects the performance of the vehicle such as its fuel consumption and safety. Hence, study on tire performance becomes important from different aspects. This study will look at the calculation of the friction coefficient of tire rubbers, which affects vehicle safety, based on studies conducted by different research groups. By combining different models, we suggest a new simple model to predict the friction coefficient. Several discussions in the article will be for validation of the model and its range of applications. We then implement a parametric analysis to determine which factors critically affect the friction coefficient. By finding the sensitivity of the inputs of the model/code, the critical factors can be identified and focused on. The parameters that are studied are the storage modulus, loss modulus, surface asperities heights, the surface asperities wavelength, and the adhesive contribution to friction. The adhesion and hysteresis contributions to the friction coefficient are also discussed in this article. It is shown that the adhesive contribution plays a large role in determining the friction coefficient.

Effect of alumina content on the thermal, mechanical and tribological properties of resin‐based friction materials

“…Therefore, the higher the toughness, the more the shear stress of the brake interface is output by friction, and the COF increases subsequently 38 . The mean COF of the S3 specimen fluctuates greatly, and it is strongly related to the temperature of the specimen's friction surface, friction film, surface roughness, and so on 39,40 …”

“…During this stage, the adhesion points were continually sheared off, while new areas of adhesion were constantly produced. The adherence of the friction material to the brake disc was the primary source of friction force 40 . Figure 8C displays the finding of an EDS examination of abrasive debris on a worn surface after braking.…”

“…38 The mean COF of the S3 specimen fluctuates greatly, and it is strongly related to the temperature of the specimen's friction surface, friction film, surface roughness, and so on. 39,40 The mean COF for S1, S3, S4, and S5 specimens increases with braking speed for two reasons: on the one hand, during the braking process, the wear debris is transferred to the friction film to play the role of abrasive particles to increase the shear strength, while repeated extrusion of hard particles at the interface will scratch the friction film. On the other hand, the COF is proportional to the actual contact area, according to the binomial theorem of friction.…”

“…The adherence of the friction material to the brake disc was the primary source of friction force. 40 Figure 8C displays the finding of an EDS examination of abrasive debris on a worn surface after braking.…”

Spectral wear modelling of rubber friction on a hard substrate with large surface roughness

“…For example, two theoretical models of rubber friction on dry and rough substrates [2,3] have been reported in the early 2000s, which account for the hysteresis friction with the viscoelasticity of rubber and the height-difference correlation function or the power spectral density (PSD) of the hard surface roughness for a common traffic road. Furthermore, the verification [4,5] and the extension and applications [6][7][8][9][10][11][12] of these models have been studied, in addition to more simplified models [13,14].…”