ASTM F1650-1998(2014)e1 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(2014)e1 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(2014)e1 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: F1650 98 (Reapproved 2014)1Standard Practice forEvaluating Tire Traction Performance Data Under VaryingTest Conditions1This standard is issued under the fixed designation F1650; the number immediately following the designation indicates the year oforiginal adoption or, in the case of re

2、vision, the year of last revision. A number in parentheses indicates the year of last reapproval. Asuperscript epsilon () indicates an editorial change since the last revision or reapproval.1NOTEEditorially corrected Subsection X2.4 in April 2014.INTRODUCTIONTire traction testing programs at proving

3、 grounds or other exterior test sites are often extended 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

4、 comparisons are to be made over any part of the testprogram (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 pract

5、ice covers the required procedures for exam-ining sequential 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 addres

6、sed in this practice are systematic or biasvariations and 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 anyobserve

7、d variations are declared to be statistically significant,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 appli

8、cation ofa statistical routine to determine if a significant 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 identic

9、al test conditions in a short timeperiod is not part of 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 tire

10、traction testing (for example, dry, wet, snow, ice), the 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

11、use. It is theresponsibility of the user of this standard 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:2E501 Specification for Rib Tire for Pavement Skid-Resistance TestsE524 Sp

12、ecification for Smooth Tire for Pavement Skid-Resistance TestsE826 Practice for Testing Homogeneity of a Metal Lot orBatch in Solid Form by Spark Atomic Emission Spec-trometryE1136 Specification for P195/75R14 Radial Standard Refer-ence Test Tire1This practice is under the jurisdiction ofASTM Commit

13、tee F09 on Tires and isthe direct responsibility of Subcommittee F09.20 on Vehicular Testing.Current edition approved Jan. 1, 2014. Published February 2014. Originallyapproved in 1995. Last previous edition approved in 2005 as F1650 98 (2005).DOI: 10.1520/F1650-98R14E01.2For referenced ASTM standard

14、s, visit the ASTM website, www.astm.org, orcontact ASTM Customer Service at serviceastm.org. For Annual Book of ASTMStandards volume information, refer to the standards Document Summary page onthe ASTM website.Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19

15、428-2959. United States1F538 Terminology Relating to the Characteristics and Per-formance 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.3.2 Discu

16、ssion:3.2.1 The terminology in this section is currently underreview by Subcommittee F09.94 on Terminology. This termi-nology is subject to change and should be considered tentative.3.2.2 candidate tire (set), na test tire (or test tire set) thatis part of an evaluation program; each candidate tire

17、(set)usually has certain unique design or other features that distin-guish it from other candidate tires in the program.3.2.3 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 stati

18、sticalprocedures, or both, to offset or reduce testing variation andimprove the accuracy of candidate tire (set) evaluation ordetect test equipment variation, or both.3.2.4 reference tire (set), na special test tire (test tire set)that is used as a benchmark in an evaluation program; thesetires usua

19、lly have carefully controlled design features tominimize variation.3.2.5 standard reference test tire, SRTT, n a tire that meetsthe requirements of Specification E1136, commonly used as acontrol tire or surface monitoring tire.3.2.6 surface monitoring tire (set), n a reference tire (orreference set)

20、, used to evaluate changes in the test surface overa selected time period.3.2.7 test, na technical 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 o

21、bjects).3.2.8 test run, nin tire testing, a single pass (over a testsurface) or sequence of data acquisition, or both, in the act oftesting a tire or tire set under selected test conditions.3.2.9 test tire, na tire used in a test.3.2.10 test tire set, none or more tires, as required by thetest equip

22、ment or procedure, to perform a test, producing asingle set of results; these tires are usually nominally identical.3.2.11 traction test, n in 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 performancep

23、arameter.4. Significance and Use4.1 Tire testing is conducted to make technical decisions onvarious 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 h

24、ighest quality testing programs,unavoidable time or test sequence trends or other perturbationsmay 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 te

25、stingcontrol tires. Testing begins with an initial test of the controltire or tire set.Anumber of 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.

26、 This sequential procedure isrepeated for the entire evaluation program.5.2 Using control tire average measured performanceparameters, the performance parameters of the candidate tires(sets) are corrected for any changes in test conditions. Twocorrection procedures are described (Method A and Method

27、 B)that use different reference points for data correction and assuch give different values for 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 summ

28、arized in moredetail in Section 6 and Section 9. Both Methods A and B haveadvantages and disadvantages.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

29、, traction coefficients) to the initial level orcondition of the pavement or other testing conditions, 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 t

30、he grand average traction test value as areference point. This grand average value is obtained 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

31、 is normally at the end of any program.5.3 Annex A1 provides illustrations of several types oftypical 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

32、 same general approach as illustrated inAnnex A1, with Cavgused in place of C1.5.4 Annex A2 provides 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 ma

33、y be impor-tant in certain testing operations.5.5 Appendix X1 provides a statistical model for 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 rat

34、ionale for the procedures as outlined inthis practice.F1650 98 (2014)125.6 Annex A2 contains some 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 c

35、alculated.METHOD ADATA CORRECTIONS BASED ONINITIAL CONTROL TRACTION TEST6. Summary of Method A6.1 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 procedu

36、re (and calculation algorithm)for time trend variations is mathematically equivalent to thatdescribed in Practice E826. 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

37、 key data point. This method alsoallows for decisions on the need for any correction, based on 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 i

38、s to be tested (trailer or other dynamometervehicle testing), follow the procedure as outlined 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 operation

39、al test conditions as well as the order inwhich the candidate tire sets are to be tested.7.2.1 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 repl

40、icates for both control and candidate tire sets.Acomplete test for a tire set is defined as the 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 monitori

41、ng tire may also beconducted on a regular basis in addition to the control tire.7.3 Test SequenceThe control tires may be standard tiresas specified in Specifications E501, E524, and E1136, or a tireset similar in design and performance level to the candidatesets. Conduct a complete test for the con

42、trol sets in relation tothe candidate sets as given in Table 1. Two test plans are given:Plan 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 Sp

43、eed or OperationalConditionThe number of test runs or replicates, n, for eachspeed or other 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

44、 many test runs as possible.If direction of test is important on any test surface, one half 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 parame

45、ter values astesting proceeds. Therefore, the average performance param-eters for C1 must be 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 of t

46、esting,the control tire is damaged or changed by the testing to theextent that it ceases to 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

47、, C2-5, C2-6,C3-1, etc., is suggested. In this scheme, C1-1 = control tire 1,sequence use 1; 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 seq

48、uential indication from 1to m, of all the tests for any program of evaluation,7.5.2 Tire set 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

49、 data shall be included inthe table in the order as tested. If deemed important, a separatetable 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 co