• Journal of Aerospace System Engineering
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• v.4 no.4
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• pp.1-10
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• 2010

The basic factor that affect wear performance is the wear characteristics, which come from sliding friction between rubber compound and road. Thus, this study focused on friction and wear of rubber. This paper briefly explain some characteristics of friction and wear referring to the papers on wear of rubber that scholars researched on. Research activities to predict the performance of the rubber wear is also explained.

• Elastomers and Composites
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• v.59 no.1
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• pp.8-16
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• 2024

As regulations on greenhouse gas emission have strengthened globally, the demand for improved fuel efficiency in automobiles continues to rise. In response, the tire industry is actively conducting research to improve fuel efficiency by enhancing tire performance. In this study, silica-filled epoxidized natural rubber (ENR)/butadiene rubber (BR) blend compounds were manufactured according to ENR types and silica contents, and their physical properties and vulcanizate structure were evaluated. ENR-50, which has a higher epoxide content than ENR-25, exhibited stronger filler-rubber interaction, resulting in superior abrasion resistance. In addition, because of its high glass transition temperature (T_g), the wet grip performance of ENR-50 improved, even though the rolling resistance increased. Increasing the amount of silica had little effect on the abrasion resistance due to the increase in filler-rubber interaction and decrease in toughness. In addition, ENR-50 exhibited better wet grip performance; however, the rolling resistance increased. The results indicated that truck bus radial (TBR) tire tread compounds can be designed by applying ENR-50 to improve wear resistance and wet grip performance. In addition, by applying ENR-25 and reducing the silica contents improve fuel efficiency.

• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
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• 2015.10a
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• pp.216-219
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• 2015

일반적으로 타이어의 정보를 알기 위해서는 운전자나 정비사가 직접 타이어를 육안으로 타이어의 측면의 정보를 확인하거나, 타이어의 측면을 사진을 찍어 확인하는 방법을 이용한다. 이러한 방법은 개개인의 직접 인터넷으로 정보를 알아 봐야하고, 사진 찍을때의 환경에 따라 정보가 틀려져, 이는 개개인의 긴간적인 부담과 정보의 오차가 발생하게 된다. 그래서 본 논문에서는 측면의 타이어 정보 인식을 더욱 더 정확하고 시간적인 부담을 줄이기 위해 범위 레이저 센서를 이용하여 타이어의 옆면을 체크 하는 시스템을 개발하여 객관적이고 정확한 판단을 내릴 것이다.

• Journal of the Korean Recycled Construction Resources Institute
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• v.11 no.3
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• pp.282-288
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• 2023

In this study, we analyzed the amount of roadside fine dust generated from newly constructed specially modified asphalt pavement and general asphalt pavement from existing roads. We collected the 1,000 g (100 g/day) of dust samples from the roadside of the express bus terminal and commercial facility area in Chungcheongnam-do's C site at three-day intervals during the summer of 2022 and 2023. The collected samples were separated from fine dust according to size in the 75-150 ㎛ range and, were separated only from Tire and Road Wear Particles through density separation. No.1-3 are general asphalt pavement section as an existing road. Fine dust and Tire and Road Wear Particles in No.1-3 were 24.27 g, 24.36 g, 0.53 g, and 0.53 g, respectively, and the quantitative results for 2022 and 2023 were similar. On the other hand, No.4-6 are newly constructed specially modified asphalt pavement section. Fine dust decreased by 14.8 % and tire and road wear particles decreased by 29.6 % in 2023 compared to 2022 in No.4-6. In addition, according to the results of thermogravimetric analysis, Tire and road wear particles in No.1-3 are tire and road components at 30 % and 70 %, respectively. And Tire and road wear particles in No.4-6 are tire and road components at 35 % and 65 % in 2023, respectively. From these results, it was confirmed that the newly constructed specially modified asphalt pavement can be effective in reducing roadside fine dust and Tire and Road Wear Particles. However, there may be some shortcomings in conclusive research results due to limited space and sample collection period. In the future, we plan to conduct various case studies.

• Elastomers and Composites
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• v.58 no.3
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• pp.103-111
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• 2023

The abrasion resistances of silica-filled styrene-butadiene rubber (SBR) compounds prepared with and without dicyclopentadiene resin (SBR-R and SBR-0, respectively) were studied using four different abrasion testers, namely cut and chip (CC), Lambourn, DIN, and laboratory abrasion tester (LAT100). The effect of the resin on the abrasion behavior was elucidated by analyzing the morphologies and size distributions of wear particles. All the wear particles had rough surfaces, but those obtained in the Lambourn abrasion test exhibited relatively smooth surfaces. The size distributions of the wear particles showed different trends depending on the abrasion tester and the rubber compound; however, most of the wear particles were larger than 1000 ㎛. The SBR-R sample showed a wide range of particle sizes (from 63 ㎛) in the LAT100 abrasion test and majority of the wear particles were 500-1000 ㎛, whereas the SBR-0 sample had the most distribution of larger than 1000 ㎛. The abrasion rates of SBR-0 sample were lower than those of the SBR-R sample for the CC and LAT100 abrasion tests, but the Lambourn abrasion test result showed the opposite trend. Addition of the resin influenced the abrasion behavior, however the effect varied depending on the type of abrasion tests.

• Macromolecular Research
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• v.17 no.10
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• pp.776-784
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• 2009

N,N-dimethyldodecylamine (tertiary amine)-modified MMT (DDA-MMT) was prepared as an organically modified layered silicate (OLS), after which styrene-butadiene rubber (SBR) nanocomposites reinforced with the OLS were manufactured via the latex method. The layer distance of the OLS and the morphology of the nanocomposites were characterized by X-ray diffraction (XRD) and transmission electron microscopy (TEM). By increasing the amount of N,N-dimethyldodecylamine (DDA) up to 2.5 g, the maximum values of torque, tensile strength and wear resistance of the SBR nanocomposites were increased due to the increased dispersion of the silicate layers in the rubber matrix and the increased crosslinking of the SBR nanocomposites by DDA itself. When SBR nanocomposites were manufactured by using the ternary filler system (carbon black/silica/OLS) to improve their dynamic properties as a tire tread compound, the tan $\delta$(at $0^{\circ}C$ and $60^{\circ}C$) property of the compounds was improved by using metal stearates instead of stearic acid. The mechanical properties and wear resistance were increased by direct substitution of calcium stearate for stearic acid because the filler-rubber interaction was increased by the strong ionic effect between the calcium cation and silicates with anionic surface. However, as the amount of calcium stearate was further increased above 0.5 phr, the mechanical properties and wear resistance were degraded due to the lubrication effect of the excessive amount of calcium stearate. Consequently, the SBR/organoclay nanocomposites that used carbon black, silica, and organoclay as their ternary filler system showed excellent dynamic properties, mechanical properties and wear resistance as a tire tread compound for passenger cars when 0.5 phr of calcium stearate was substituted for the conventionally used stearic acid.

• Elastomers and Composites
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• v.56 no.4
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• pp.243-249
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• 2021

The demand for truck bus radial (TBR) tires with enhanced fuel efficiency and wear resistance have grown in recent years. In addition, as the issue of particulate matter and air pollution increases, efforts are being made to reduce the generation of particulate matter. In this study, we investigated the effect of varying the content of butadiene rubber (BR) on the properties of the rubber compounds and the amount of particulate matter in the TBR tire tread compound. Furthermore, we utilized carbon black in the NR/BR blend compounds owing to its excellent compatibility, and we used silica in the ENR-25/BR blend compounds because it can interact chemically with epoxide groups. The NR/BR blend compounds and the ENR-25/BR blend compounds were evaluated by varying their BR content between 20 phr and 30 phr. The results showed that the ENR-25/BR blend compounds had superior wear resistance than the NR/BR blend compounds. This was caused by the interaction between silica and ENR. In addition, it was confirmed that the increased wear resistance as the BR content increased. Furthermore, compared to the NR/BR blend compounds, ENR-25/BR blend compounds exhibited a lower tan 𝛿 value at 60℃ because silica was used as filler. This indicates a higher fuel efficiency. The measurement results for wear particulate matter showed that as increasing the BR content resulted in generation of less wear particulate matter. This was caused by the increased wear resistance. Moreover, the ENR-25/BR blend compounds with excellent filler-rubber interaction exhibited lower quantities of generated wear particulate matters as compared to the NR/BR blend compounds.

• Elastomers and Composites
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• v.59 no.2
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• pp.64-72
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• 2024

As air pollution continues to increase owing to increasing traffic centered in urban areas, the tire industry is researching methods to reduce particulate matter. In this study, functionalized lithium butadiene rubber (F-LiBR) was applied to a natural rubber (NR)/butadiene rubber (BR) blend compound often used in truck bus radial (TBR) tire treads. The effect of the functional group that can react with carbon black (CB) in BR was investigated in terms of the dispersion of CB and the compound performance, including the generation of particulate matter. Compounds that were substituted with F-LiBR exhibited enhanced interaction with CB, resulting in excellent filler dispersion. Although F-LiBR exhibited lower crosslinking density and inferior abrasion resistance due to its high vinyl content, the compound with 30 phr of F-LiBR was advantageous in terms of its rolling resistance due to the excellent filler dispersion, which was also effective in reducing the amount of generated particulate matter (up to 56% reduction for PM_2.5, and 67% reduction for PM₁₀). The results confirmed the benefits of the introduction of functional groups into TBR tire tread compounds, which can aid in improving the fuel efficiency and reducing particulate matter generation.

• Elastomers and Composites
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• v.58 no.2
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• pp.87-94
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• 2023

Abrasion tests of an SBR compound were conducted using four different types of abrasion testers (cut and chip, Lambourn, DIN, and LAT100). The abrasion test results were analyzed in terms of size distributions and morphologies of the wear particles. Most wear particles were larger than 1000 ㎛. The wear particle size distributions tended to decrease as the particle size decreased. Except for the Lambourn abrasion test, the wear particles smaller than 212 ㎛ were rarely generated by the other three abrasion tests, implying that small wear particles were produced through friction by introducing talc powder. Shapes of the wear particles varied depending on the abrasion testers. The wear particles generated from the Lambourn abrasion tester had stick-like shapes. The cut and chip abrasion test showed a clear abrasion pattern, but the DIN abrasion test did not show any specific abrasion pattern. The Lambourn and LAT100 abrasion tests showed irregular abrasion patterns.

• Transactions of the Korean Society of Automotive Engineers
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• v.12 no.4
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• pp.173-180
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• 2004

The tread pattern of a tire has an important effect on tire performances such as handling, wear, noise, hydroplaning and so on. However, a finite element analysis of a patterned tire with detailed tread blocks has been limited owing to the complexity of making meshes for tread blocks and the huge computation time. The computation time has been shortened due to the advance in the computer technology. The modeling of tread blocks usually requires creating a solid model using a CAD software. Therefore it is a very complicated and time-consuming job to generate meshes of a patterned tire using a CAD model. A new efficient and convenient method for generating meshes of a patterned tire has been developed. In this method, 3-D meshes of tread pattern are created by mapping 2-D meshes of tread geometry onto 3-D tread surfaces and extruding them through tread depth. Then, the tread pattern meshes are assembled with the tire body meshes by the tie contact constraint. Residual aligning torque and frictional energy are calculated by using a patterned tire model and compared to the experimental results. It is shown that the calculated results of a patterned tire model are in a good agreement with the experimental ones.