bluuebunny/crossref_metadata_2025_split huggingface dataset:
Correcting Vehicle Shake
Authors: Neill A. H. , Kondo A. 
Published: June 2006

Abstract
The mechanisms which cause shake on smooth roads and the procedures and equipment for removing it are reviewed. A critical comparison of various on- and off-the-car tire balancing methods is made. The effectiveness of tire grinding and trueing is reviewed with emphasis on the total system behavior. A statistical evaluation and analysis is presented of the potential errors contributed by off-the-car balancing and the vehicle itself, considering the imbalance vector components inherent in tire-rim assemblies and vehicle axles. The use of a liquid tire balancer is also investigated.
Analysis for Tire Mold Design
Authors: Ridha R. A. 
Published: June 2006

Abstract
An analysis is presented for determining tire deformation due to shrinkage. The analysis uses composite theory and the finite element technique in modeling the material properties and the structural behavior. The constant strain toroidal shell element developed by Wilson for small displacement and isotropic properties is modified for orthotropic properties which depend on the element location. Temperature history and the buildup of shrink forces during cure are determined experimentally. The shrink forces are represented by a set of equivalent loads applied at the nodes. Good correlation is obtained between calculated and experimental displacements. The analysis is applied in relating the mold shape to the final shape of the tire.
A Method for Evaluation of Carbon Blacks and Correlation with Road Wear Ratings
Authors: Cotten G. R. , Dannenberg E. M. 
Published: June 2006

Abstract
Prediction of tread wear from laboratory tests can be a valuable guide in the development of improved carbon blacks and controlling the quality of normal production. We have developed two tests which give good correlation with actual road wear data on over 100 experimental blacks. One test involves running Akron angle abrasion on a compound with only 30 phr of carbon black where differences in abrasion resistance are magnified. The other test measures surface activity towards the polymer by determining bound rubber content of a heat-treated nonproductive mix. By using both tests together, tread wear ratings of blacks used in this study could be predicted almost as well as by a single, controlled, multisectional road test with five tires run for 8000–10,000 miles.
Energy Losses in Tires
Authors: Walter J. D. , Conant F. S. 
Published: June 2006

Abstract
Tire rotation is impeded by a drag force of 10 to 20 lb per 1000-lb load in normal vehicle operation. The principal cause is hysteresis, which is a function of the viscoelastic properties of the rubber and cord components, the way these materials are used in the tire, and the way the tire is operated. The influence of material properties has been well documented, and many laboratory tests have been developed for their measurement. Of even greater importance to energy losses, however, is tire construction. This subject is developed by consideration of the forces and moments involved in tire operation and of the mechanisms of energy loss. The importance of service conditions is emphasized by a discussion of the factors influencing rolling resistance. Tire rolling losses can be an important fraction of the total power consumption in low-powered vehicles. Future trends in tire engineering, and their effects on rolling resistance, are discussed.
Power Requirements of Tires and Fuel Economy
Authors: Schuring D. J. , Bird K. D. , Martin J. F. 
Published: June 2006

Abstract
The torque input of a pneumatic tire in various operating modes is analyzed and the tests required to determine the energy consumption of a tire are discussed. The effects of most operating variables (slip angle, longitudinal slip, vertical load, speed, and tire type) are illustrated by data obtained on the Calspan Tire Research Facility. The energy expended by the tires is combined with other vehicle losses, and the magnitude of possible fuel savings by the use of low-loss tires is estimated.
Stresses and Strains in Tires
Authors: Janssen M. L. , Walter J. D. 
Published: June 2006

Abstract
Stress and strain patterns developed in each of several regions of automobile tires have been mapped by using methods particularly suited to each region. Miniature force transducers were used to measure (1) the cord stresses due to shaping tires during vulcanization, (2) the change in cord stress patterns caused by postinflation, and (3) the cord loads caused by tire inflation and by cornering. Liquid metal gages were used to measure rubber strains on tire surfaces. A photoelastic method was used to measure the strain distribution interior to the tire under simulated load. In each of these procedures, particular attention was given to the differences in properties among bias, belted bias, and radial ply tires.
Establishment and Calibration of a Tread Wear Test Course
Authors: Brenner F. C. , Kondo A. , Barton F. W. 
Published: June 2006

Abstract
The authors describe the process by which they designed and calibrated a course for the evaluation of the tread life of passenger car tires.
Their method of design consisted of running specific radial, belted bias, and bias tires, called course monitoring tires, over a route and measuring the rate of wear on each construction. The course was then modified to increase or decrease the rates of wear until a desired result was obtained.
The results of a test following the tread life evaluation are reported. The test was run using prototype course monitoring and other commercial tires. A second test was run using samples of course monitoring tires from specially purchased lots. The primary purpose of this test was to measure the variability of tires within each lot.
Tire Vibration Studies: The State of the Art
Authors: Potts G. R. , Csora T. T. 
Published: June 2006

Abstract
General principles of mechanical vibration enigneering are used to discuss the total tire vibration problem in terms of three necessary factors: an excitation force, a transmitter, and a receiver of the vibratory force. The present state of knowledge for each of these factors is discussed and an overall goal for reduction of vehicle vibration is formulated. Current experiments for investigating tire vibration transmissibility are described and the results presented: the first used an electrohydraulic shaker; the second used time average holography, in order to see tires, and investigated impact wave propagation in tires with double-pulsed laser holography. Results show that it is difficult to reduce tire transmissibility and to shift resonant frequencies; however, this may be accomplished by introducing small amounts of body ply crown angles in radial tires (0–20 deg). Results of the impact wave propagation tests are beginning to reveal the true nature of what happens when a tire strikes a sharp bump.
Tire Tread Pattern Sound Generation
Authors: Willett P. R. 
Published: June 2006

Abstract
An assessment of a mathematical method of synthesizing tire sound spectra is presented. The method is based on the summation of phasors and the calculated spectra are conveniently generated as computer printout in the form of bar graphs. The technique, its usefulness, its limitations, and the implications of using such a model are discussed. The results have been substantiated experimentally, thus enabling optimum tread element lengths and sequences to be determined at the design stage, within the known limitations of the model.
Wet Braking Traction Validation
Authors: Neill A. H. 
Published: June 2006

Abstract
This report presents comparative wet traction data on a sample of tires from locked wheel tests run by the Safety Research Laboratory of the National Highway Traffic Safety Administration in order to develop a data base for establishing traction standards. Identical tests were run on three surfaces at the Texas Transportation Institute and on two surfaces at the Uniform Tire Quality Grading Treadwear and Traction Test Facility, Goodfellow Air Force Base. The precision of these results demonstrates the feasibility of (1) using a two-wheeled skid trailer for locked wheel tire traction grading and (2) constructing surfaces which will remain stable for the purpose of traction testing.
Influence of Wheel Angular Deceleration Rate on Peak Braking Force on Wet Roads
Authors: Wild R. E. 
Published: June 2006

Abstract
The peak braking force produced by six tires was measured on three wetted surfaces at five different wheel lockup rates. It was found that the maximum braking force obtained from passenger car tires operated on wet surfaces can be significantly affected by wheel angular deceleration rate. The maximum difference between two values of peak braking force produced by two different lockup rates on the same tire was 33%. Tires with minimal tread patterns exhibited no sensitivity to changes in lockup rate.
Peak Wet Braking Coefficient Measurement
Authors: Beauregard C. F. 
Published: June 2006

Abstract
The effect of brake application time and data filtering frequency on peak braking coefficient measurements are discussed. The study was conducted using the vehicle deceleration method, essentially in accordance with ASTM procedure Testing Tires for Wet Traction in Straight-Ahead Braking Using Highway Vehicles (F 403-74). It is shown that within the range covered in this program, the brake application time does not influence peak braking coefficient measurements. The selection of the data filtering frequency is shown to be very critical and dependent on brake application rate.
Dynamic Response of Tires
Authors: Schuring D. J. 
Published: June 2006

Abstract
Tire tests were performed under time-varying inputs on the Calspan Tire Research Facility with a G78-14 belted tire at low speeds and path frequencies up to 6 rad/ft (20 rad/m). Both slip angle and vertical load were varied, either separately and periodically or in combination. The combination simulated actual time histories of slip angle and load measured in road accident avoidance tests.
For path frequencies up to 0.2 rad/ft (0.7 rad/m), attenuation of lateral force and aligning torque amplitudes was negligibly small. However, both lagged static values substantially, leading to dynamic offsets in these quantities. The offsets appeared to be the most significant factors for tires. Their effect on the dynamic response of a vehicle remains to be investigated.
Dynamic Indoor Tire Testing and Fourier Transform Analysis
Authors: Sekula P. J. , Hall G. L. , Potts G. R. , Conant F. S. 
Published: June 2006

Abstract
Laboratory tire tests for dynamic spring rate and damping, steady state forces and moments, rolling radius, and cornering force transient measurements are described. Data are shown for bias, belted bias, and radial constructions in a range of automobile tire sizes. The significant differences in the results are noted on all tests for the three tire constructions.
Natural Frequencies of the Bias Tire
Authors: Hirano M. , Akasaka T. 
Published: June 2006

Abstract
The lowest natural frequencies of a bias tire under inflation pressure are deduced by assuming the bias tire as a composite structure of a bias-laminated, toroidal membrane shell and rigorously taking three displacement components into consideration. The point collocation method is used to solve a derived system of differential equations with variable coefficients. It is found that the lowest natural frequencies calculated for two kinds of bias tire agree well with the corresponding experimental results in a wide range of inflation pressure.
The Effect of Longitudinal Force on Bias and Radial Tires
Authors: Phillips B. D. A. 
Published: June 2006

Abstract
Tests were carried out to compare the effect of longitudinal force on the lateral force and aligning moment produced by a bias and a radial tire for different slip angles. Small differences occurred in the lateral force-driving force characteristics at low slip angles. Large differences occurred between the aligning moment-longitudinal force characteristics of the two tires, when the bias but not the radial tire exhibited a negative aligning moment upon the application of a braking force. These differences were caused mainly by differences in the pressure distributions in the contact patches of the two tires.
A Method for Computing the Radial Deformation Characteristics of Belted Tires
Authors: Koutny F. 
Published: June 2006

Abstract
This work proceeds from the idea that the air pressure in the tire is the preponderant component of elasticity. It is possible to construct a simple relationship between the stress and the reduction of the volume after deformation from the equivalence of the work of the deforming load to the work done on the air content of the tire. The description of the procedures for calculating the volume in the case of belted tires forms the essential portion of the present report. A comparison is given between calculated and measured deformation characteristics and results of measurements of pressure in deformed, belted tires.
On the Mechanical Behavior of the Orthotropic Cord-Rubber Composite
Authors: Pósfalvi Ö. 
Published: June 2006

Abstract
The effective elastic properties of the cord-rubber composite are deduced from the principle of virtual work. Such a composite must be compliant in the noncord directions and therefore undergo large deformations. The Rivlin-Mooney equation is used to derive the effective Poisson's ratio and Young's modulus of the composite and as a basis for their measurement in uniaxial tension.
Steel Ribbon Belt Reinforcement Mechanics
Authors: Daniels B. K. 
Published: June 2006

Abstract
Satisfactory performance of steel ribbon belted radial tires of standard basic design is possible. The key to good fatigue life is that flexure is accommodated by shear of the rubber between the plies instead of by compression as in a twisted cord. Belt angle controls part of the fatigue mechanism but stress and lifetime are insensitive to its value.
Several mechanisms combine to give a fatigue life that is independent of ribbon width below 1.7 mm (65 mils). Above 1.7 mm width in-plane flexure causes fatigue life to drop rapidly. No improvement from changed ribbon thickness is predicted.
Tread life appears to be better with ribbon than with cord, but the reason for this is not clear. Ribbon packing geometry gives superior nail penetration resistance.
Predicting the Effect of Tire Tread Pattern Design on Thick Film Wet Traction
Authors: Browne A. L. 
Published: June 2006

Abstract
An analytical tool is presented for the prediction of the effects of changes in tread pattern design on thick film wet traction performance. Results are reported for studies in which the analysis, implemented on a digital computer, was used to determine the effect of different tread geometry features, among these being the number, width, and lateral spacing of longitudinal grooves and the angle of zigzags in longitudinal grooves, on thick film wet traction. These results are shown to be in good agreement with experimental data appearing in the literature and are used to formulate guidelines for tread groove network design practice.
Stress Analysis of a Tire Under Vertical Load by a Finite Element Method
Authors: Kaga H. , Okamoto K. , Tozawa Y. 
Published: June 2006

Abstract
An analysis by the finite element method and a related computer program is presented for an axisymmetric solid under asymmetric loads. Calculations are carried out on displacements and internal stresses and strains of a radial tire loaded on a road wheel of 600-mm diameter, a road wheel of 1707-mm diameter, and a flat plate. Agreement between calculated and experimental displacements and cord forces is quite satisfactory. The principal shear strain concentrates at the belt edge, and the strain energy increases with decreasing drum diameter. Tire temperature measurements show that the strain energy in the tire is closely related to the internal temperature rise.
On Standing Waves in Tires
Authors: Padovan J. 
Published: June 2006

Abstract
By using a comprehensive rotating laminated shell model of the tire, the effects of viscoelastic damping on the standing wave phenomenon are investigated in more detail than was previously possible. The shell theory employed is a nonlinear version of Novoshilov's work and the onset of the standing wave is characterized as a small dynamic deformation superposed on a finite deformation. To expand the scope of the model, the viscoelastic constitutive law is treated as either of the differential or hereditary integral type. The solution for the stated model is obtained by the finite element procedure, and the results of several numerical experiments are presented. The substantial role of viscoelastic effects in the development of the standing wave phenomenon of tires is emphasized by the results.
A Note on the Measurement of Runway Traction
Authors: Wahi M. K. 
Published: June 2006

Abstract
The ability to predict the stopping performance of aircraft is closely related to the accurate measurement of peak traction at the tire-runway interface. Efforts to correlate ground vehicle measurements with automotive tires to airplane performance have not been very successful. Major differences exist between automotive tires and the Type VII aircraft tires that contribute to this lack of correlation. Additionally, the ground vehicle should also have a brake cycling device. A tire model law is being developed to achieve a better correlation.
Deformation and Cord Tension of a Bias Tire in Contact with the Road
Authors: Akasaka T. , Kabe K. 
Published: June 2006

Abstract
The deformation properties and cord tension distribution of a bias tire in contact with the road are analyzed by assuming the tire carcass under inflation pressure to be a toroidal membrane shell of elliptical cross section having a hyperbolic type of orthotropy and the tire tread to be an elastic foundation. Displacement components of a carcass are approximated by an appropriate linear combination of finite terms and are determined by the principle of minimum potential energy. Numerical results for the deformation properties and the cord tension distribution agree well with the corresponding experimental results.
Tire Vibrations
Authors: Potts G. R. , Bell C. A. , Charek L. T. , Roy T. K. 
Published: June 2006

Abstract
Natural frequencies and vibrating motions are determined in terms of the material and geometric properties of a radial tire modeled as a thin ring on an elastic foundation. Experimental checks of resonant frequencies show good agreement. Forced vibration solutions obtained are shown to consist of a superposition of resonant vibrations, each rotating around the tire at a rate depending on the mode number and the tire rotational speed. Theoretical rolling speeds that are upper bounds at which standing waves occur are determined and checked experimentally. Digital Fourier transform, transfer function, and modal analysis techniques used to determine the resonant mode shapes of a radial tire reveal that antiresonances are the primary transmitters of vibration to the tire axle.
Rheumatoid Arthritis and Risk of Depression in South Korea
Authors: Jeon Keun Hye , Han Kyungdo , Jung Jinhyoung , Park Chun Il , Eun Yeonghee , Shin Dong Wook , Kim Hyungjin 
Published: March 2024

ImportanceDepression is among the most common comorbidities in rheumatoid arthritis (RA). There is a lack of data regarding the association of RA seropositivity and biologic agents with depression risk among individuals with RA.ObjectiveTo investigate the risk of depression following RA diagnosis among patients in South Korea.Design, Setting, and ParticipantsThis retrospective cohort study included 38 487 patients with RA and a comparison group of 192 435 individuals matched 1:5 for age, sex, and index date. Data were from the Korean National Health Insurance Service database. Participants were enrolled from 2010 to 2017 and were followed up until 2019. Participants who had previously been diagnosed with depression or were diagnosed with depression within 1 year after the index date were excluded. Statistical analysis was performed in May 2023.ExposuresSeropositive RA (SPRA) was defined with the International Statistical Classification of Diseases and Related Health Problems, Tenth Revision (ICD-10) codes M05 and enrollment in the Korean Rare and Intractable Diseases program. Seronegative RA (SNRA) was defined with ICD-10 codes M06 (excluding M06.1 and M06.4) and a prescription of any disease-modifying antirheumatic drugs (DMARDs) for 270 days or more.Main Outcomes and MeasuresNewly diagnosed depression (ICD-10 codes F32 or F33).ResultsThe mean (SD) age of the total study population was 54.6 (12.1) years, and 163 926 individuals (71.0%) were female. During a median (IQR) follow-up of 4.1 (2.4-6.2) years, 27 063 participants (20 641 controls and 6422 with RA) developed depression. Participants with RA had a 1.66-fold higher risk of depression compared with controls (adjusted hazard ratio [aHR], 1.66 [95% CI, 1.61-1.71]). The SPRA group (aHR, 1.64 [95% CI, 1.58-1.69]) and the SNRA group (aHR, 1.73 [95% CI, 1.65-1.81]) were associated with an increased risk of depression compared with controls. Patients with RA who used biologic or targeted synthetic DMARDs (aHR, 1.33 [95% CI, 1.20-1.47]) had a lower risk of depression compared with patients with RA who did not use these medications (aHR, 1.69 [95% CI, 1.64-1.74]).Conclusions and RelevanceThis nationwide cohort study found that both SPRA and SNRA were associated with a significantly higher risk of depression. These results suggest the importance of early screening and intervention for mental health in patients with RA.
Inventing the World: In and Around Illinois, 1960–75
Authors: Irish Sharon 
Published: March 2024

AbstractSome of Lebbeus Woods's formative years were spent on the ‘flat, treeless plain’ at the University of Illinois School of Architecture and at various home and studio addresses in Urbana‐Champaign. Architectural historian Sharon Irish describes the dynamic setting of this urban stage and Woods's personal and professional preoccupations of the time.
Amine‐Rich Molecular Nodule‐Assembled Membrane Having 5 Angstrom Channels for CO2/N2 Separation
Authors: Zhao Song , Zhao Zhenyi , Zha Zhiyuan , Jiang Zhihao , Wang Zhi , Guiver Michael D. 
Published: March 2024

AbstractPorous organic cages (POCs) with abundant porosity and interconnected cavities have garnered significant research attention as a distinct class of porous materials due to their potential applications in gas sorption and separation. However, the ordered arrangement of POCs to eliminate inter‐cage defects remains challenging in the assembly of molecular‐selective membranes, which greatly hinders the effectiveness of pore sieving. Here, amine‐rich molecular nodules (AMNs) are created by reduction of the porous organic cage CC2, in which the spatial structure incurs a vertex collapse into the interior of the original tetrahedral structure, which eliminates the large window of CC2. By an interfacial reaction with terephthaloyl chloride, the AMNs assemble into a cross‐linked topological network having angstrom‐scale channels for selective CO2/N2 separation. The AMN‐assembled membrane displays a high CO2 permeance of 752 GPU, a CO2/N2 selectivity of 67 at 1 bar, as well as high‐pressure resistance, operational stability, and scalable manufacture potential, which provides a cost‐effective and practical solution for developing membranes for capturing CO2 from industrial flue gas.