• Proceedings of the KSME Conference
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• 2007.05a
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• pp.1658-1662
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• 2007

The tire uneven wear has been an ongoing concern for a long time, and one of customer's complaints too. This paper deals with uneven wear improvement of passenger car tires, to have tested the tire wear levels by each wheel alignment set (according to changing toe and camber) using taxis. The pre-set wheel alignments on test vehicle were gained by energy friction simulation of tire. The result of this experiment was as follows : First, verified the effects of initial wheel alignment (adjusted at Curb Vehicle Weight) to minimize tire uneven wear. Second, tire uneven wear makes tire life much shorter than even wear does.

• Polymer(Korea)
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• v.29 no.1
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• pp.48-53
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• 2005

Tire wear is one of the factors that most drivers have concerned and is closely related to the tire life. It is very difficult to predict tire wear because the factors affecting tire wear seem to be very comlicated. Tire wear test should be performed at real conditions for the evaluation of tire wear. In this study, we analyze tire wear according to the severities of test courses by using the dedicated test method, more severe than real driving conditions. In order to simplify the factors affecting tire wear, we define roads’ driving severities to be driving severity numbers, DSNs which are obtained by measuring the lateral accelerations of test courses. And we compared tire wear rates and profiles with DSNs. These test results can provide the tire design guide to meet tire wear performance.

• Tribology and Lubricants
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• v.23 no.5
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• pp.228-233
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• 2007

This paper presents the case studies on the friction related wears of an automotive tire, which is strongly connected to the safety and comfort of a driver during a running of a car. Wear scars of a tire tread are affected by various causes such as an air pressure, a wheel alignment, a driving speed, road conditions, starting and braking habits of a driver. The data were collected from used tires for a replacement at the car service center. Most of the wear problems came from the improper repair and adjustment of revolving components, which cause an unbalanced wear of a tread part of a tire. Thus, the regular checking of a tire radically reduces the wear scars of a tire and may increase a driving safety and a fuel economy of a car and a wear life of a tire.

• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
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• 2015.05a
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• pp.346-349
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• 2015

Generally, in order to verify the degree of tire wear or abnormal wear, a driver or an auto mechanic checks the degree of tire wear and the existence of tire abnormality, directly with the naked eye or by way of using a gauge equipment. In case of such verification, individual subjective judgments may be involved or a driver may suffer heavy burdens to expend the time and cost for using the wheel alignment equipment. Therefore, this thesis will use a number of laser sensors to check the existence of abnormal wear and the degree of wear on each tire and develop a system checking the sides of tires to receive the tire information, so that subjective judgments may be overcome and objective and accurate judgments may be rendered.

• Elastomers and Composites
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• v.56 no.1
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• pp.1-5
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• 2021

Tire and road wear particles (TRWPs) were collected from road dust and thermogravimetric analysis (TGA) was performed to measure the content of tire wear particles (TWPs) in the TRWPs. The TGA thermograms of TRWPs showed two weight loss steps associated with polymer decomposition including weight loss after 480℃ which may be due to road wear particles. Different samples gave different TGA thermograms because the types and contents of the road wear particles attached to the TWPs should be different from each other, and each TWP might have different composition. The TGA results of the model asphalt pavement wear particles, with (volatile organics + polymers + carbon black) : ash = 33.5 : 66.5, was applied to the TRWP results, and the TWP contents of TRWPs were found to be 50-65%. The zinc oxide content in the rubber compound was negligible.

• Journal of the Korean Recycled Construction Resources Institute
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• v.9 no.4
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• pp.561-568
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• 2021

In this study, in order to observe the change in the amount of Tire and Road Wear Particles and the ratio of tire components in it according to the tire wear resistance performance, carried out the evaluation by varying the vulcanization reaction design of the tire tread rubber. In addition, in order to improve the reliability of the evaluation of Tire and Road Wear Particles, the evaluation was performed indoor laboratory test equipment that simulates the condition on real driving to exclude various environmental influences including minerals, driver's habits, road surface, weather, tire structure and pattern designs. After the evaluation in closed space, it is estimated that the amount of collected Tire and Road Wear Particles is 84% compared to 100% of the tire and road wear loss weight, of which 96.4~97.7% was around the road and 2.3~3.6% was in the air. As a result of analy sis of the collected Tire and Road Wear particles, the tire component existed 63~75% in the Tire and Road Wear Particles depending on the wear resistance performance of the tire.

• Journal of Korea Multimedia Society
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• v.24 no.8
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• pp.1026-1034
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• 2021

Tire wear and defect are important factors for safe driving condition. These defects are generally inspected by some specialized experts or very expensive equipments such as stereo depth camera and depth gauge. In this paper, we propose tire safety vision inspector based on deep neural network (DNN). The status of tire wear is categorized into three: 'safety', 'warning', and 'danger' based on depth of tire tread. We propose an attention mechanism for emphasizing the feature of tread area. The attention-based feature is concatenated to output feature maps of the last convolution layer of ResNet-101 to extract more robust feature. Through experiments, the proposed tire wear classification model improves 1.8% of accuracy compared to the existing ResNet-101 model. For detecting the tire defections, the developed tire defect detection model shows up-to 91% of accuracy using the Mask R-CNN model. From these results, we can see that the suggested models are useful for checking on the safety condition of working tire in real environment.

• Journal of the Korean Society of Industry Convergence
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• v.23 no.2_2
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• pp.163-171
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• 2020

The condition of tire tread is a key parameter closely related to the driving safety of a vehicle, which affects the contact force of the tire for braking, accelerating and cornering. The major factor influencing the contact force is tread wear, and the more tire tread wears out, the higher risk of losing control of a vehicle exits. The tire tread condition is generally checked by visual inspection that can be easily forgotten. In this paper, we propose the intelligent tire (iTire) system that consists of an acceleration sensor, a wireless signal transmission unit and a tread classifier. In addition, we also presents classification algorithm that transforms the acceleration signal into the frequency domain and extracts the features of several frequency bands as inputs to an artificial neural network. The artificial neural network for classifying tire wear was designed with an Multiple Layer Perceptron (MLP) model. Experiments showed that tread wear classification accuracy was over 80%.

• Elastomers and Composites
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• v.56 no.2
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• pp.85-91
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• 2021

In this study, different types and shapes of various particles produced on the asphalt pavement road were analyzed. Road dust at a bus stop was collected and was separated as per their sizes by using a sieve shaker. Tire-road wear particles (TRWPs), asphalt pavement wear particles (APWPs), mineral particles, plant-related particles, glass beads, glass particles, road paint wear particles, plastic particles, and fibers were observed herein. The types and shapes of the particles varied depending on their sizes. TRWPs larger than 500 ㎛ were not observed. TRWPs with a size of 212-500 ㎛ were rarely present, but many TRWPs with a size smaller than 212 ㎛ were observed. APWPs were observed for whole-particle sizes of below 1,000 ㎛. A variety of particles on the road would lead to lower friction between the tires and the road, thereby increasing the braking distance of vehicles. Most of the particles include mineral particles, glass particles, and APWPs with rough surfaces. Therefore, the abrasion of the tire tread would accelerate owing to friction with the tough particles.

• Journal of Korean Society for Atmospheric Environment
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• v.28 no.2
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• pp.131-141
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• 2012

A large fraction of urban $PM_{10}$ concentrations is due to non-exhaust traffic emissions including road dust, tire wear particles, and brake lining particles. Although potential health and environmental impacts associated with tire wear debris have increased, few environmentally and biologically relevant studies of actual tire wear debris have been conducted. Tire wear particles (TWP) are released from the tire tread as a result of the interaction between the tire and the pavement. Roadway particles (RP), meanwhile, are particles on roads composed of a mixture of elements from tires, pavements, fuels, brakes, and environmental dust. The main objective of present study is to identify the contribution of tires to the generation of RP and to assess the potential environmental and health impacts of this contribution. First, a mobile measurement system was constructed and used to measure the RP on asphalt roads according to vehicle speed. The equipment of the mobile system provides $PM_{10}$ concentrations by Dusttrak DRX and number density & size distribution measurements of fine and ultra-fine particles by a fast mobility particle sizer (FMPS) and an aerosol particle sizer (APS). When traveling on an asphalt road at constant speed, there is a clear tendency for $PM_{10}$ concentration to increase slightly in accordance with an increase in the vehicle speed. It was also found that considerable brake wear particles and particles from tire/road interface were generated by rapid deceleration of the vehicle. As a result, the $PM_{10}$ concentration and particle number of ultra-fine particles were measured to be very high.