ASTM F1650-1998(2005) Standard Practice for Evaluating Tire Traction Performance Data Under Varying Test Conditions《试验条件改变的情况下轮胎牵引性能数据评定的标准操作规程》.pdf

《ASTM F1650-1998(2005) Standard Practice for Evaluating Tire Traction Performance Data Under Varying Test Conditions《试验条件改变的情况下轮胎牵引性能数据评定的标准操作规程》.pdf》由会员分享，可在线阅读，更多相关《ASTM F1650-1998(2005) Standard Practice for Evaluating Tire Traction Performance Data Under Varying Test Conditions《试验条件改变的情况下轮胎牵引性能数据评定的标准操作规程》.pdf（13页珍藏版）》请在麦多课文档分享上搜索。

1、Designation: F 1650 98 (Reapproved 2005)Standard Practice forEvaluating Tire Traction Performance Data Under VaryingTest Conditions1This standard is issued under the fixed designation F 1650; the number immediately following the designation indicates the year oforiginal adoption or, in the case of r

2、evision, the year of last revision. A number in parentheses indicates the year of last reapproval. Asuperscript epsilon (e) indicates an editorial change since the last revision or reapproval.INTRODUCTIONTire traction testing programs at proving grounds or other exterior test sites are often extende

3、d overa period of days or weeks. During this time period test conditions may change due to a number ofvarying factors, for example, temperature, rain or snow fall, surface texture, water depth, and windvelocity and direction. If tire performance comparisons are to be made over any part of the testpr

4、ogram (or the entire program) where these test condition variations are known or suspected to affectperformance, the potential influence of these variations must be considered in any final evaluation oftraction performance.1. Scope1.1 This practice covers the required procedures for exam-ining seque

5、ntial control tire data for any variation due tochanging test conditions. Such variations may influence abso-lute and also comparative performance of candidate tires, asthey are tested over any short or extended time period. Thevariations addressed in this practice are systematic or biasvariations a

6、nd not random variations. See Appendix X1 foradditional details.1.1.1 Two types of variation may occur: time or testsequence “trend variations,” either linear or curvilinear, and theless common transient or abrupt shift variations. If anyobserved variations are declared to be statistically significa

7、nt,the calculation procedures are given to correct for the influenceof these variations. This approach is addressed in Method A.1.2 In some testing programs, a policy is adopted to correctall candidate traction test data values without the application ofa statistical routine to determine if a signif

8、icant trend or shift isobserved. This option is part of this practice and is addressedin Method B.1.3 The issue of rejecting outlier data points or test valuesthat might occur among a set of otherwise acceptable datavalues obtained under identical test conditions in a short timeperiod is not part of

9、 this practice. Specific test method or otheroutlier rejection standards that address this issue may be usedon the individual data sets prior to applying this practice and itsprocedures.1.4 Although this practice applies to various types of tiretraction testing (for example, dry, wet, snow, ice), th

10、e proce-dures as given in this practice may be used for any repetitivetire testing in an environment where test conditions are subjectto change.1.5 This standard does not purport to address all of thesafety concerns, if any, associated with its use. It is theresponsibility of the user of this standa

11、rd to establish appro-priate safety and health practices and determine the applica-bility of regulatory limitations prior to use.2. Referenced Documents2.1 ASTM Standards:2E 501 Specification for Standard Rib Tire for PavementSkid-Resistance TestsE 524 Specification for Standard Smooth Tire for Pave

12、mentSkid-Resistance TestsE 826 Practice for Testing Homogeneity of Materials for theDevelopment of Reference Materials3E 1136 Specification for A Radial Standard Reference TestTire1This practice is under the jurisdiction ofASTM Committee F09 on Tires and isthe direct responsibility of Subcommittee F

13、09.20 on Vehicular Testing.Current edition approved Nov. 1, 2005. Published January 2006. Originallyapproved in 1995. Last previous edition approved in 1998 as F 1650 98.2For referenced ASTM standards, visit the ASTM website, www.astm.org, orcontact ASTM Customer Service at serviceastm.org. For Annu

14、al Book of ASTMStandards volume information, refer to the standards Document Summary page onthe ASTM website.3Withdrawn.1Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959, United States.F 538 Terminology Relating to the Characteristics and Per-formanc

15、e of Tires3. Terminology3.1 Descriptions of Terms Specific to This StandardDescriptions of terms particular to this practice are listed eitheras principal terms or under principal terms as derived terms.3.1.1 DiscussionThe terminology in this section is cur-rently under review by Subcommittee F09.94

16、 on Terminology.This terminology is subject to change and should be consideredtentative.3.1.2 candidate tire (set), na test tire (or test tire set) thatis part of an evaluation program; each candidate tire (set)usually has certain unique design or other features that distin-guish it from other candi

17、date tires in the program.3.1.3 control tire (set), na reference tire (or reference set)repeatedly tested in a specified sequence throughout an evalu-ation program, that is used for data adjustment or statisticalprocedures, or both, to offset or reduce testing variation andimprove the accuracy of ca

18、ndidate tire (set) evaluation ordetect test equipment variation, or both.3.1.4 reference tire (set), na special test tire (test tire set)that is used as a benchmark in an evaluation program; thesetires usually have carefully controlled design features tominimize variation.3.1.5 standard reference te

19、st tire, SRTT, na tire that meetsthe requirements of Specification E 1136, commonly used as acontrol tire or surface monitoring tire.3.1.6 surface monitoring tire (set), na reference tire (orreference set), used to evaluate changes in the test surface overa selected time period.3.1.7 test, na techni

20、cal procedure performed on an object(or set of objects) using specified equipment, that producesdata; the data are used to evaluate or model selected propertiesor characteristics of the object (or set of objects).3.1.8 test run, nin tire testing, a single pass (over a testsurface) or sequence of dat

21、a acquisition, or both, in the act oftesting a tire or tire set under selected test conditions.3.1.9 test tire, na tire used in a test.3.1.10 test tire set, none or more tires, as required by thetest equipment or procedure, to perform a test, producing asingle set of results; these tires are usually

22、 nominally identical.3.1.11 traction test, nin tire testing, a series of n test runsat a selected operational condition; a traction test is character-ized by an average value for the measured performanceparameter.4. Significance and Use4.1 Tire testing is conducted to make technical decisions onvari

23、ous performance characteristics of tires, and good technicaldecisions require high quality test data. High quality test dataare obtained with carefully designed and executed tests.However, even with the highest quality testing programs,unavoidable time or test sequence trends or other perturbationsm

24、ay occur. The procedures as described in this practice aretherefore needed to correct for these unavoidable testingcomplications.5. Summary of Practice5.1 This practice specifies certain test plans for testingcontrol tires. Testing begins with an initial test of the controltire or tire set.Anumber o

25、f candidate tire traction tests are thenconducted followed by a repeat test of the control tire tractiontest. Additional candidate traction tests are conducted prior tothe next control tire traction test. This sequential procedure isrepeated for the entire evaluation program.5.2 Using control tire a

26、verage measured performance pa-rameters, the performance parameters of the candidate tires(sets) are corrected for any changes in test conditions. Twocorrection procedures are described (Method A and Method B)that use different reference points for data correction and assuch give different values fo

27、r the corrected actual or absolutetraction parameters. However, both test methods give the samerelative ratings or traction performance indexes. See Section 10for more details. The two test methods are summarized in moredetail in Section 6 and Section 9. Both Methods A and B haveadvantages and disad

28、vantages.5.2.1 Method A uses the initial operational conditions de-fined by the first control traction test as a reference point. Thecalculations correct all traction test performance parameters(for example, traction coefficients) to the initial level orcondition of the pavement or other testing con

29、ditions, or both.With this test method, corrections may be made after only afew candidate and control sets have been evaluated.5.2.2 Method B uses essentially the midpoint of any evalu-ation program, with the grand average traction test value as areference point. This grand average value is obtained

30、 withhigher precision than the initial control traction test average ofMethod A, since it contains more values. However, Method Bcorrections cannot be made until the grand average value isestablished, which is normally at the end of any program.5.3 Annex A1 provides illustrations of several types of

31、typical variation patterns for control tire data. It additionallyprovides an example of the Method A correction calculationsrequired to evaluate a set of candidate test tires. Method Bcorrections follow the same general approach as illustrated inAnnex A1, with Cavgused in place of C1.5.4 Annex A2 pr

32、ovides a recommended technique forweighting the correction of the two or three candidate values(for example, T1, T2, T3) between each pair of control values.This gives a slightly improved correction that may be impor-tant in certain testing operations.5.5 Appendix X1 provides a statistical model for

33、 the trac-tion measurement process. This may help the user of thispractice to sort out the differences between fixed or biascomponents of variation and random components of variation.Appendix X1 gives a rationale for the procedures as outlined inthis practice.F 1650 98 (2005)25.6 Annex A2 contains s

34、ome background and details on thepropagation of error or test variation that occurs when correc-tions are applied to the measured traction performance param-eters and when traction performance indexes are calculated.METHOD ADATA CORRECTIONS BASED ONINITIAL CONTROL TRACTION TEST6. Summary of Method A

35、6.1 This method corrects the data obtained throughout theevaluation program to the initial conditions (test surface orother, or both)“ reference point” at the beginning of theprogram. The correction procedure (and calculation algorithm)for time trend variations is mathematically equivalent to thatde

36、scribed in Practice E 826. The procedure used for abrupt orstep changes is provisional and is subject to change asexperience is gained. In this method the initial traction testvalue for the control tire is a key data point. This method alsoallows for decisions on the need for any correction, based o

37、n astatistical analysis of the control tire data.7. Procedure7.1 The test procedure is given in terms of testing tire sets offour tires, that is, one tire on each of four vehicle positions. Ifonly one tire is to be tested (trailer or other dynamometervehicle testing), follow the procedure as outline

38、d with theunderstanding that the one tire replaces the tire set.7.2 Assemble all the tire sets to be tested in any evaluationprogram or for daily testing. Select the test speeds to be usedand other operational test conditions as well as the order inwhich the candidate tire sets are to be tested.7.2.

39、1 For any selected order, a test plan is established withreference tire(s) designated as a control tire set tested at regularintervals among the selected candidate sets. Select the numberof test runs or replicates for both control and candidate tire sets.Acomplete test for a tire set is defined as t

40、he total of p tractiontests, one at each selected operational test condition, with nreplicate test runs for each operational condition (for example,speed and surface type).7.2.2 Tests with a surface monitoring tire may also beconducted on a regular basis in addition to the control tire.7.3 Test Sequ

41、enceThe control tires may be standard tiresas specified in Specifications E 501, E 524, and E 1136,oratire set similar in design and performance level to the candidatesets. Conduct a complete test for the control sets in relation tothe candidate sets as given in Table 1. Two test plans are given:Pla

42、n A, in which (excluding the initial control set) candidatetires constitute 67 % of the tires tested, and Plan B, in whichcandidate tires constitute 75 % of the tires tested.7.4 Number of Test Runs at Each Speed or OperationalConditionThe number of test runs or replicates, n, for eachspeed or other

43、selected operational condition for each candi-date tire set and each control set, except the first set, shall beselected. The number of test runs depends on the test method.Good testing procedure calls for as many test runs as possible.If direction of test is important on any test surface, one half

44、ofthe test runs shall be in each direction.7.4.1 Number of Test Runs: Initial Control SetThe initialtest for the control, indicated by C1, is a key value used forcorrection of candidate set performance parameter values astesting proceeds. Therefore, the average performance param-eters for C1 must be

45、 evaluated with a high degree of confidenceand the recommended number of test runs for C1 should be atleast two times the number of test runs selected in 7.4.7.4.2 More than One Control TireIn some types oftesting, the control tire is damaged or changed by the testing tothe extent that it ceases to

46、function as a stable control. In suchsituations it is necessary to use more than one control tirethroughout any evaluation program. In such cases a control tireindication scheme such as C1-1, C1-2, C1-3, C2-4, C2-5, C2-6,C3-1, etc., is suggested. In this scheme, C1-1 = control tire 1,sequence use 1;

47、 C1-2 = control tire 1, sequence use 2; . .,C2-4 = control tire 2, sequence use 4, etc.7.5 Table of ResultsPrepare a table of test results andrecord all data with columns for:7.5.1 Test sequence number, a sequential indication from 1to m, of all the tests for any program of evaluation,7.5.2 Tire set

48、 identification,7.5.3 Speed or other selected operational test condition(s),and7.5.4 Average value (for n test runs) for the measuredparameter for that operational condition.7.6 Both control and candidate set data shall be included inthe table in the order as tested. If deemed important, a separatet

49、able of ambient temperature, wind direction, wind velocity, orother weather information also shall be prepared on a selectedtime (hourly) basis.8. Calculations for Corrected Traction Performance Data8.1 Preliminary Control Set Data ReviewThe decision tocorrect data, for any part of the test program where candidateset comparisons are to be made, is based on the time or testsequence response of the control tire parameters for each speedor other selected operational test condition. Corrections mayalso be made for the entire test program. If a significant trendis found