Editorial Type:
Article Category: Research Article
 | 
Online Publication Date: 07 May 2025

Temperature Rise of Vehicle Tire at Braking

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Page Range: 32 – 55
DOI: 10.2346/TST-23-006
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ABSTRACT

When a vehicle brakes, the heat generated by friction will increase the temperature of the tire tread and cause thermal wear, which will reduce the tread’s thickness or destroy the tread pattern’s integrity, thereby affecting the tire friction performance. While existing research primarily focuses on optimizing braking distance under ideal tire slip ratio (SR) through antilock braking systems (ABSs), little attention is given to whether this could lead to potential adverse consequences of increased tire temperature and thermal wear. Moreover, there is a lack of studies examining tire temperature and thermal wear under nonideal SRs. To address this gap, a MATLAB model is developed to simulate tire dynamics and estimate tread temperature across diverse braking scenarios. Results indicate a strong linear relationship between braking distance and tire temperature under ideal SR across different road conditions. ABS is an effective mechanism for reducing tire thermal wear and preserving tire friction performance. Interestingly, at higher SRs, a particular scenario arises wherein braking distance is elongated while tire temperature remains low. Additionally, the study discusses the influence of air convection cooling on tire temperature fluctuations. This study provides insights into the effects of ABS and SR on tire thermal wear.

Keywords: tire emission; tire heat; tire temperature
FIG. 1
FIG. 1

CoF versus SR of different road conditions.

FIG. 2
FIG. 2

The relative positions of a point of interest P when entering the contact surface.

FIG. 3
FIG. 3

The relative positions of P when leaving the contact surface.

FIG. 4
FIG. 4

The contact surface modeling for FEA; tire spins anticlockwise.

FIG. 5
FIG. 5

Temperature results at various sizes of heat element.

FIG. 6
FIG. 6

Several speed-related variables.

FIG. 7
FIG. 7

Friction time and power experienced by each point of interest on the tire’s circumference.

FIG. 8
FIG. 8

Temperature rise of each point on the circumference and the accumulated results.

FIG. 9
FIG. 9

The maximum tread temperatures at variable SRs on different road conditions, braking speed of 100 km/h.

FIG. 10
FIG. 10

Tread maximum temperature versus braking distance with ABS engaged on different road conditions.

FIG. 11
FIG. 11

Tread maximum temperature versus braking distance under various SRs and braking speeds on dry asphalt road.

FIG. 12
FIG. 12

Tread maximum temperature versus braking distance under various SRs on different road conditions.

FIG. 13
FIG. 13

Temperature changes experienced by the point of interest at 0 rad.

Contributor Notes

2Corresponding author. Email: yl697@sussex.ac.uk
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