A SUMMARY REPORT P . S . F a n c h e r , J r . H . Dugof f K . 6 . Lud,ema L , S e g e l Highway Sa f e t y Res ear ch I n s t i t u t e The Un i v e r s i t y of Mi chi gan Huron Parkway and Ba xt e r Road Ann Ar b o r , Michigan 48105 JULY 30, 1970 Summary Fi n a l Repor t Pr e pa r e d f o r Ti r e Syst ems Se c t i o n Of f i c e of Ve hi c l e Syst.ems Resear ch Na t i ona l Bureau o f St a nda r ds Washi ngt on, D . C . 2 0 2 3 4 T h i s r e p o r t was p r e p a r e d i n f u l f i l l m e n t o f t h e Na t i o n a l Bu r e a u o f S t a n d a r d s C o n t r a c t CSrI' -928-5 ( f u n d e d b y t h e Na t i o n a l Hi ghway S a f e t y Bu r e a u t h r o u g h t h e NBS, C o n t r a c t FH- 1 1 - 6 0 9 0 ) . The o p i n i o n s , f i n d i n g s , a n d c o n c l u s i o n s e x p r e s s e d i n t h i s p u b l i c a t i o n a r e t h o s e o f t h e a u t h o r s a nd n o t n e c e s s a r i l y t h o s e o f t h e Na t i o n a l Bu r e a u o f S t a n d a r d s n o r t h e Na t i o n a l Hi ghway S a f e t y Bu r e a u . Thi s summary r e p o r t i s a d i g e s t of f i ndi ngs from an exper i ment al i n v e s t i g a t i o n of t h e mechanics of t i r e s he a r f o r c e ge ne r a t i on under ge ne r a l condi t i ons of s t e e r i n g and br aki ng. The i n v e s t i g a t i o n was conduct ed by t he Highway Sa f e t y Research I n s t i t u t e {HSRI) of The Uni ve r s i t y of Mi chi gan under t he spon- s or s hi p of t he Of f i c e of Vehi cl e Systems Research of t h e Nat i onal Bureau of St andar ds . INTRODUCTION --- I n ope r a t i on, t he t i r e i s r e qui r e d t o c a r r y a v e r t i c a l l oa d, abs or b bumps and shocks wi t hout f a i l u r e , be dur a bl e , and pr ovi de l a t e r a l and l ongi t udi na l t r a c t i o n f o r c e s . I n s e ve r e ve hi c l e maneuvers r e l a t e d t o a c c i de nt avoi dance, t he l a t e r a l and l ongi t u- d i n a l t i r e f or c e s a r e ext r emel y i mpor t ant . These f or c e s a r e det er mi ned by an exceedi ngl y complex s e t of event s whi ch t ake pl a c e i n t he c ont a c t pa t c h between t i r e and r oad. To d a t e , t he r e i s no compl et e o r t o t a l l y s a t i s f a c t o r y model of t i r e s h e a r f or c e ge ne r a t i on. Recent l y, h ~ we v e r , t h r e e s i mp l i f i e d t h e o r e t i c a l anal ys es of t he mechanics of t i r e t r a c t i o n under s t e e r i n g and br aki ng c ondi t i ons have been performed [ 1 , 2 , 3 ] . The d e r i v a t i v e mat hemat i cal model s, which agr ee q u a l i t a t i v e l y wi t h each ot he r and wi t h exper i ment al d a t a , expr es s t he l ongi t udi na l and l a t e r a l f or c e s on a gi ven s u r f a c e a t f i x e d v e r t i c a l l oad as f unc t i ons of l ongi t udi na l and l a t e r a l s l i p ( s l i p a ngl e ) . During a s e ve r e maneuver, t he l ongi t udi na l s l i p , s l i p a ngl e , and v e r t i c a l l oad of a v e h i c l e ' s t i r e s var y wi del y and hence cause g r e a t v a r i a t i o n i n t he l ongi t udi na l and l a t e r a l t i r e f o r c e s . How t he s e f or c e s devel op det er mi nes whet her t he ve hi c l e t ur ns and s t o p s under c o n t r o l , s p i n s , or s ki ds s t r a i g h t ahead. The t i r e s he a r f o r c e r e pr e s e nt a t i on devel oped by HSRI has been i nc or por a t e d i n a compre- hens i ve ve hi c l e s i mul a t i on and employed t o q u a n t i t a t i v e l y anal yze t he i nf l ue nc e of t i r e t r a c t i o n c h a r a c t e r i s t i c s on ve hi c l e behavi or [ I ] . Thi s s i mul a t i on has a l s o been used t o e va l ua t e t he i nf l ue nc e of a n t i - l o c k br aki ng c ont r ol syst ems on ve hi c l e d i r e c t i o n a l s t a b i l i t y [ 4 ] and t o s t udy t he l i mi t s of ve hi c l e r esponse t o s t e e r i n g and br aki ng i nput s [ 5 ] . Cl e a r l y, t he degr ee of v a l i d i t y of t he devel oped t i r e model has obvi ous and i mpor t ant i mpl i c a t i ons r e l a t i v e t o t he accuracy of t hes e s i mul a t i on r e s u l t s . Under NBS Cont r act No. CST- 928- 5, HSRI has gat her ed and anal yzed a comprehensive body of s t r u c t u r e d da t a on t he devel op- ment of t i r e s he a r f or c e s over a wide r ange of ope r a t i ng c ondi t i ons . The da t a were obt ai ned us i ng two complementary pi e c e s of t e s t equi pment : a l a bor a t or y- i ns t a l l e d f l a t b e t t e s t e r (FBT) permi t ki ng p r e c i s e c ont r ol of t e s t condi t i ons a t low speed, and a ve hi c l e - towed mobi l e t i r e t e s t e r (MTT) pr ovi di ng a c a p a b i l i t y f o r over - t he - r ead measurements a t r e a l i s t i c highway speeds . Complete de s c r i pt i ons of t he s e two t i r e t e s t e r s appear i n Ref. 6 , A de- t a i l e d accourit of t he conduct and f i ndi ngs of t he exper i ment al program w i l l appear i n a subsequent publ i c a t i on. The purpose of t h i s r e por t i s t o pr ovi de a conci s e suinmary of t he exper i ment al f i ndi ngs and t o make s p e c i f i c recommendations -- f o r f u t u r e r e s e a r c h d i r e c t e d towards t he development of a s c i e n- t i f i c ba s i s f o r t he c ha r a c t e r i z a t i on and s p e c i f i c a t i o n of t i r e t r a c t i o n performance. SUMMARY OF EXPERIMENTAL - RESULTS A. Combined S l i p and S l i p Angle Data from t he Mobile Ti r e Te s t e r The mobi l e t i r e t e s t e r pr ovi des t he uni que c a p a b i l i t y of on- t he- r oad measurements of t i r e s he a r f or c e s under combined : ; l i p and s l i p angl e ope r a t i on a t highway s peeds . The da t a pr e s e nt e d he r e was obt ai ned by l oweri ng a t i r e ont o tile r oad a t a f i x e d s l i p angl e and var yi ng t he t e s t wheel speed from f r e e r o l l i n g t o l ockup by an e l e c t r o - h y d r a u l i c c ont r ol syst em. Each of t he curves pr e s e nt e d i n Fi gur es 1-10 i s t he average of f i v e r e p l i c a t i o n s . They have been s e l e c t e d from a much l a r g e r s e t of cur ves t o i l . l us t r al ; e t he t ype of r e s u l t s obt ai ned. Dry Concr et e Dat a. Fi gur e 1 shows t h e r e s u l t s obt a i ne d f o r a b e l t e d b i a s t i r e wi t h a f or war d MTT s pe e d of 30 mph, wi t h t h e t i r e s e t a t 0, l o, Z O , 4 " , 8" , and 16" s l i p a n g l e s . The g r e a t i n f l u e n c e of s l i p a ngl e on l o n g i t u d i n a l f o r c e , t h a t :is, br a ki ng f o r c e i n t he wheel p l a n e , i s a ppa r e nt . As t h e s l i p a ngl e i s i n c r e a s e d , t he peak of t h e l o n g i t u d i n a l f o r c e ve r s us s l i p cur ve occhr s a t h i g h e r va l ue s of s l i p . At hi gh s l i p a ngl e s t h e peak l o n g i t u d i n a l f o r c e i s obt a i ne d a t l ockup. The l a r g e r e duc t i on i n l a t e r a l f o r c e caused by i n c r e a s i n g l o n g i t u d i n a l s l i p can be s e e n i n Fi gur e I . Fi gur e s 2 and 3 show s i mi l a r r e s u 1 . t ~ f o r a r a d i a l t i r e and a c r o s s b i a s t i r e . For bot h of t h e s e t i r e s , as wi t h t h e b e l t e d b i a s t i r e , t h e l a t e r a l f o r c e f a l l s o f f wi t h i n c r e a s i n g s l i p and t he peak of t he l o n g i t u d i n a l f o r c e ve r s us s l i p cur ve becomes l e s s pr onounced as s l i p a ngl e i n c r e a s e s . Si nc e t h e d a t a i n Fi gur e s l t hr ough 3 were c o l l e c t e d on d i f f e r e n t days wi t h va r yi ng t e mpe r a t ur e and humi di t y and on d i f - f e r e n t s e c t i o n s of roadway, t he y do n o t c o n s t i t u t e an a p p r o p r i a t e b a s i s f o r q u a n t i t a t i v e compar i sons of t i r e q u a l i t i e s . Fu r t h e r , t h e t h r e e t e s t e d t i r e s d i f f e r i n t r e a d compounds and t r e a d p a t - t e r n s , a s we l l a s i n c a r c a s s c o n s t r u c t i o n . The d a t a a r e i nt e nde d onl y t o i l l u s t r a t e q u a l i t a t i v e v a r i a b i l i t y i n t i r e s h e a r f o r c e per f or mance. I n Fi gur e 4 , t he 0" and 16" s l i p a ngl e d a t a f o r aPP t h r e e t i r e s have been p l o t t e d on t he same gr aph t o emphasi ze t h e wi de r ange of r e s u l t s p o s s i b l e . For t h e r a d i a l t i r e and t h e b e l t e d b i a s t i r e , t he form of t h e t i r e f o r c e cur ves does n o t change wi t h v e l o c i t y . For t h e c r o s s b i a s t i r e , a l ower peak and a hi ghe r s l i d i n g l o n g i t u d i n a l f o r c e were obt a i ne d a t 50 mph t ha n were obt a i ne d a t 30 mph. Thi s r e s u l t i s i l l u s t r a t e d i n Fi gur e 5 . Wet Sur f a c e Condi t i ons . The mobi l e t i r e t e s t e r c a r r i e s - a s uppl y of wa t e r and ha s a pump and noz z l e s ys t em f o r we t t i n g t he r oa d ahead of t h e t e s t t i r e . The noz z l e openi ng i s changed BELTED BIAS TIRE 30 YPH 1000 LBS. DRY CONCRETE 0 10 20 30 40 50 60 70 00 90100 WHEEL SLIP% Fi gur e 1 CROSS BIAS TIRE 30 MPH 1000 LBS. DRY CONCRETE O O BELTED RADIAL TIRE 30 MPH 1.000 LBS. DRY CONCRETE WHEEL SLIP % Fi g u r e 2 RANGE OF RESULTS 30 MPH 1000 LEE DRY CONCRETE - ~I - T- . v] B E L T E D BIAS 0 WHEEL SLIP % Fi g u r e 3 WHEEL SLIP $ Fi g u r e 4 CROSS BIAS TIRE 0' 1000 LBS. DRY Fi gur e 5 cr r hI , " h k x i crr WHEEL SLIP % wi t h t e s t ve hi c l e s peed t o l a y wat er t o a dept h of about 0, , 0ZM. Dat a f o r each of t he t hr e e t ypes of t i r e s ope r a t i ng on we t t e d concr et e a r e shown i n Fi gur es 6 , 7 , and 8. As expect ed, t he peak l ongi t udi na l f or c e on t he wet r oad i s lower t han on t he dr y r oad, though t he l o s s i s onl y 10 t o 1 5 %. The f a l l o f f of l ongi t udi na l f or c e beyond t he peak i s much nor e pronounced on t h e wet concr et e s u r f a c e t han on t he dry c onc r e t e . The l a t e r a l f or c e a t zer o s l i p r eaches a maximum a t a s l i p angl e of 16' o r l e s s on t he wet s u r f a c e . I n ge ne r a l , t he same t ype of performance was obt ai ned on t he wet concr et e as on dry con- c r e t e , wi t h t he except i on t h a t t he l ongi t udi na l f o r c e f a l l s o f f more r a p i d l y wi t h s l i p . Fi gur e 9 , l i k e Fi gur e 4 , i s i nc l ude d t o show t h e wi de r ange of r e s u l t s obt ai ned f o r t he t h r e e d i f f e r e n t t i r e s . BELTED BIAS TI RE 30 MPH 1 0 0 0 LBS. WET CONCRETE 9- 18- 69 T=63OF ' . O o BELTED RADIAL TI RE 3 0 MPH 1 0 0 0 LBS. WET CONCRETE WHEEL SLI P $ Figure 6 CROSS BIAS TI RE 30 MPH 1 0 0 0 LBS. WET CONCRETE 1.0117- WHEEL SLI P $ Fi g u r e 7 RANGE OF RESULTS 3 0 MPH 1 0 0 0 LEIS. . B E L T E D BIAS TI RE CROSS BI AS TI RE WHEEL SLI P % F i g u r e 8 WHEEL S LI P % Figure 9 Typi cal d a t a i l l u s t r a t i n g t he i nf l ue nc e of v e l o c i t y on wet s ur f a c e s a r e pr e s e nt e d i n Fi gl i re 10. Si mi l a r r e s u l t s were obt ai ned f o r a l l t hr e e t ypes of t i r e s . CROSS BIAS TIRE 8 O 1-000 LBS. WET CONCRE'I'E Figure 10 WHEEL SLEP % B. e e r i m e n t a l Res ul t s - f o r Locked Wheels I n P a r t A , exper i ment al da t a a r e pr e s e nt e d f o r l ongi t udi na l s l i p , s , r angi ng from 0 t o 1 . 0 ( 0 t o 100% wheel s l i p ) . Locked wheel ope r a t i on of t he t i r e cor r esponds t o s = 1. 0. For t he l ocked wheel c ondi t i on ( a t any s l i p angl e a ) , t he s l i d i n g ve l oc - i t y a t ever y p o i n t i n t he c ont a c t pa t c h between t i r e and r oad i s t he same and t he d i r e c t i o n of s l i d i n g cor r esponds t o t he s l i p angl e of t he t i r e . I f t h e f r i c t i o n a l c h a r a c t e r i s t i c s of t he t i r e - r o a d i n t e r f a c e a r e i s o t r o p i c , t hen t he t i r e s he a r f or c e w i l l oppose t he d i r e c t i o n of s l i d i n g as shown i n Fi gur e I l a . I n t h i s c a s e , F / F = t a n a . Y x Direction of I Wheel Center Direction of 1 Wheel Center Velocity Direction of Total Shear Force a. Isotropic, p=p =p X Y Direction of Total Shear Force Velocity I Wheel Plane I Orientation b. Px f. Py Figure 11.Directional Characteristics of Tire/Road Friction I f t he r e s u l t a n t s hear f or c e does not oppose t he di r e c t i on of s l i d i n g , t hen, as shown i n Fi gure l l b , F / F does not equal t a n a. Y X Thus the qua nt i t y F /F t a n a equal s 1. 0 i f t he t o t a l s hear f or c e Y X opposes t he d i r e c t i o n of s l i d i n g and does not equal 1. 0 ot her wi se. Tabl e I i s a t a bul a t i on of F / F t an a val ues computed from dat a Y X f o r l ocked wheels towed a t s l i p angl es of 8' and 16'. These r e s u l t s i ndi c a t e t h a t t he d i r e c t i o n of t i r e s he a r f or c e i s not c o l l i n e a r wi t h t he di r e c t i on of s l i d i n g on a wet s ur f a c e . This may be due t o t he t r e a d p a t t e r n and t he di f f e r e nc e between l ongi t udi na l and l a t e r a l wi pi ng a c t i on on t he wet r oad. Cl ear l y, t he di f f e r e nc e i n t he di r e c t i on of s hear f or c e between wet and dry roads i s very l a r ge . On t he wet r oad, F i s much l a r g e r t han Y AVERAGE VALUES, V = 20, 30, 40, 50 MPH: F, = 1000 LB, TRAFFIC PAINT* CROSS BI AS BELTED BI AS RADI AL F x t a n a , i n d i c a t i n g t h a t t he r a t i o of l a t e r a l f o r c e t o l l ongi t udi nal f o r c e i s g r e a t e r on a wet r oad t han on a dr y r oad. PAMF+ZETERS F OR CHAIIACTERIZING TI RE TRACTION PEKFORJIANCE -- - - - - - - - - - One goal of our t h e o r e t i c a l and exper i ment al i nve s t i , ga t i ons of t i r e mechani cs i s t o c h a r a c t e r i z e t he s h e a r f o r c e per f or mance *The HSRI t e s t f a c i l i t y a t Willow Run Ai r p o r t has a s p e c i a l l y pr epar ed s t r i p of a s p h a l t whi ch has been p a i n t e d wi t h t r a f f i c p a i n t . When wet , t h i s s u r f a c e has low f r i c t i o n and wa t e r does n o t d r a i n t hr ough i t e a s i l y . Al t hough t h i s t.ype of s u r f a c e i s a r t i - f i c i a l , i t pr ovi des a r e l a t i v e l y low c o e f f i c i e n t of f r i c t i o n which i s easy t o mai nt ai n. of a t i r e i n terms of a few c a r e f u l l y s e l e c t e d par amet er s t h a t can be conveni ent l y measured. By means of t he s e par amet er s , and formul ae ( c ha r a c t e r i z i ng f unc t i ons ) r e l a t i n g them t o s he a r f or c e out put , we a r e at t empt i ng t o obt a i n a mat!lsmatical cles- c r i p t i o n o r pr e di c t i on of performance t h a t i s v a l i d over t:he f u l l range of oper at i ng v a r i a b l e s . I n Ref. 1, t he t i r e i s c ha r a c t e r i z e d i n terms of two e l a s t i c par amet er s , Cs and Ca and a " f r i c t i o n e xpr e s s i on. " ? For exper i ment al work, t he l ongi t udi na l e l a s t i c par amet er , Cs , i s def i ned as t he a bs ol ut e val ue of t he s l ope of t h e curve of l ongi t udi na l f or c e ver s us l ongi t udi na l s l i p , s , e va l ua t e d a t s = 0 , f o r t he s l i p a ngl e , a , equal zer o. Si mi l a r l y , t he l a t - e r a l e l a s t i c par amet er , Ca ' i s def i ned as t he a bs ol ut e val ue of t h e r a t e of change of l a t e r a l f or c e wi t h r e s pe c t t o s l i p angl e e va l ua t e d a t a = 0 f o r s = 0. For s mal l val ues of l ongi t udi na l s l i p and s l i p angl e ( l a t e r a l s l i p ) , t h e pr e di c t e d t i r e f or c e s a r e i ndependent of t he f r i c t i o n expr es s i on which i s used t o compute t he maximum s he a r f or c e i n t e n s i t y between t h e t i r e and t he r oad. Thi s expr es s i on account s bot h f o r t he de- c r e a s e i n br aki ng f or c e beyond t he maximum of t he l ongi t udi na l f or c e ver s us s l i p cur ve, and f o r a decr eas e i n cor ner i ng f or c e a t l a r ge l a t e r a l s l i p . I n our pr evi ous s t udy [ I ] , a formul a expr es s i ng f r i c t i o n c o e f f i c i e n t as a l i n e a r f unc t i on of s l i d i n g v e l o c i t y was used t o obt a i n t i r e s he a r f or c e s i n q u a l i t a t i v e agreement wi t h exper i ment al r e s u l t s a t l a r ge val ues of l ongi t u- d i n a l and l a t e r a l s l i p . Exami nat i on of t he e xt e ns i ve da t a c o l l e c t e d dur i ng t he pr e s e nt s t udy l eads t o t he f ol l owi ng concl us i ons r e l a t i v e t o t i r e c ha r a c t e r i z i ng par amet er s and f unc t i ons : (1) The cor ner i ng s t i f f n e s s , Ca, and t he br aki ng ( l ongi t udi na l ) s t i f f n e s s , C s , a r e good par amet er s f o r r e pr e s e nt i ng t i r e s he a r f or c e i n t he low s l - i p angl e and l ongi t udi na l s l i p r ange, r e s pe c t i ve l y. ( 2 ) A par amet er ( or par amet er s ) c ha r a c t e r i z i ng t he l o n g i t u d i n a l d i s t r i b u t i o n of normal pr e s s ur e i n t he c ont a c t pa t c h ( d i f f e r e n t f o r d i f f e r e n t t ypes of c a r c a s s c ons t r uc t i ons ) , i s needed t o de s c r i be c h a r a c t e r i s t i c di f f e r e nc e s i n s h e a r f or c e pe r - formance observed i n t he 3" t o 8' s l i p angl e r ange. ( 3) A l a r ge i nc r e a s e i n t he v e r t i c a l l oad c a r r i e d Iby t he t i r e r e s u l t s i n a s i g n i f i c a n t r e duc t i on i n t he i n t e r f a c i a l f r i c t i o n c o e f f i c i e n t . Thi s phenomenon s houl d be s t u d i e d i n more d e t a i l . None of t h e t hr e e s i mp l i f i e d t i r e models s i t e d pr e vi ous l y t r e a t s t he i nf l ue nc e s of v e r t i c a l l oad adequat el y. ( 4 ) The rnaximum s he a r f or c e p o t e n t i a l a t t h e t i r e - r o a d i n t e r f a c e ( f r i c t i o n c o e f f i c i e n t ) ge ne r a l l y v a r i e s as a compl i cat ed f unc t i on of s l i d i n g v e l o c i t y and v e r t i c a l l oad. A l i n e a r f unc t i on of s l i d i n g vel oc- i t y i s adequat e f o r r e pr e s e nt i ng t h e s he a r forlzes produced under c e r t a i n i n t e r f a c e c ondi t i ons . ( 5 ) The l ongi t udi na l and l a t e r a l t i r e f or c e s produced a t hi gh val ues of s l i p on wet s ur f a c e s s ugge s t t he pr eval ence of e f f e c t i v e l ongi t udi na l and l a t e r a l c o e f f i c i e n t s of f r i c t i o n which a r e unequal i n mag- n i t ude . A. Work Towards - Es t a bl i s hi ng a Conci se Se t of Par amet er s and Cha r a c t e r i z i ng Funct i ons Des cr i bi ng Ti r e Shear Force Pe r - ---- - formance Shoul d be Cont rnued -- The t h r e e models devel oped i n Ref s. 1 - 3 r e pr e s e nt a good s t a r t towards de f i ni ng us e f ul par amet er s and c h a r a c t e r i z i ~z g f unc t i ons . Based on t he r e s e a r c h r e por t e d he r e , t he t e s t program o u t l i n e d i n Fi gur e 1 2 i s pr oposed as a means of qua nt i - f yi ng t i r e s he a r f or c e performance, e va l ua t i ng s p e c i f i c t i r e par amet er s , and r e f i n i n g e x i s t i n g c ha r a c t e r i z i ng function:^. Desi gnat i on of Test Machine Type Used -7 1. Determine I FBT 2. Determine FBT Cs F ";.=soand Fz 1 FBT - - - - - - ElTT - 5. Combined I FB1 F and F x Y - - - - - Ve r t i c a l Loads t Required Condi t i ons and Form of Res ul t s 1. Saf et y Walk 2. Low s l i p angl es , F <. 3F maximum a t t ha F Y Y used 3. 400 l b s ( FZ ( 2,000 l b s I I 4. Pl o t s of F vs. u a t var i ous F val ues Y 1. Saf et y walk 2 . Low s l i p val ves such t h a t r < . 3 F max., e . g . , s e t Fx t o FZ/ 5, FZ/ l O, 0, -FZ/lO, -F / 5 , and r ead s l i p 3. 400 1bs ( / F = I 5 2,000 l b s 4. Pl ot s of F v s , s a t var i ous F val ues 1. Concrete s l a b 2. Carpet Pl ot F f o r a = 2O t o 20 and Y F = 400 I bs t o 2,000 l b s 1. Wet and dr y concr et e s ur f aces 2 . F f o r a = 2O, 4O, 6O, El0, l o o , and l b O a t v t he speeds and l oads shown i n Chart A 1. Concrete s l a b 2. Carpet Pl ot F f o r s = 0 t o max. pos s i bl e, Fz = 400 t o 2,000 l b s 1. Wet and dry concr et e s ur f aces 2. F f o r 0 ( s ( 1. 0 a t t he speeds and l oads shown i n Chart A -- - 1. Concrete s l a b 2. F vs . F a t a = Z O , 4O, eO, B O , l o 0 , 12O, Y 160, 20 f o r FZ = 400 t o 2,000 l b s 1. Wet and dr y concr et e s ur f aces 2. F a n d F vs. s f o r a = Z O , 4O, e O, e O, x Y l o 0 , and 16O a t t he speeds and l oads shown i n Chart A Paramet ers or Char act er i zi ng Funcr i ons Invol ved and 2. C vs. r and 1. A paramet er char ac- t er ' i zi ng t he pr es s ur e d i s t r i b u t i o n 2 . y VS. Fz Y 3. )J vs . Vs , wet and dry Y 1 , i? paramet er charac- termizing t he pr es s ur e d i s t r i b u t i o n 2. p vs . Fz 3. px vs Vs , wet and dr y 1. Fr i c t i on r u l e appi i ed t o combined f or ce gener at i on 2. Check on a l l t h e ot he r papameters Note: FBT = Fl a t Bed Tes t er MTT = Mobile Ti r e Tes t er ux = Longi t udi nal Fr i c t i on Coef f i ci ent )J = Lat er al Fr i c t i on Coef f i ci ent Y 0 Opt i onal CHART A FIGURE 12. A PROF'OSED TEST PROGRAM The pr oposed t e s t program i s di vi ded i n t o f i v e t e s t s e r i e s . The f i r s t two t e s t s e r i e s a r e i nt ended t o e va l ua t e t h e low s he a r f or c e (normal dr i vi ng) performance of t h e t i r e . The ne xt two cover l a t e r a l and l ongi t udi na l f or c e s e p a r a t e l y , but i nvol ve al most a l l of t he condi t i ons t o whi ch a t i r e i s l i k e l y t o be s ubj e c t e d dur i ng s e ve r e ve hi c l e maneuvers on a l e v e l s ur f a c e . F i n a l l y , combined l ongi t udi na l and l a t e r a l f or c e c h a r a c t e r i s t i c s a r e cons i der ed i n t he f i f t h cat egor y. The machine us ed, t he t e s t s u r f a c e , t h e range of t e s t con- d i t i o n s , and t he form of t he out put da t a a r e l i s t e d f o r each t ype of t e s t . The f i n a l column i n Fi gur e 1 2 i n d i c a t e s t he par amet er or c ha r a c t e r i z i ng f unc t i on which would be e va l ua t e d from each p a r t i c u l a r t e s t . B. At t empt s -... .- Shoul d Be Made t o Develop, Pr ocedur es f o r Gradi ng -------- Ti r e Tr a c t i on Performance i n Terms of a Se l e c t e d Subs et of ---.---- --.-- t he Par amet er s * and Cha r a c t e r i z i ng Funct i ons Mentioned i n P Recommendation A - - - - . - Si nce t i r e t r a c t i o n i s dependent upon many v a r i a b l e s , no one s i mpl e par amet er o r measure would be adequat e t o e qui t a bl y r a t e di f f e r e nc e s i n t i r e s . Those par amet er s and c ha r a c t e r i z i ng f unc t i ons most i mpor t ant i n a c c i de nt avoi dance maneuvers s uch as a s t o p , a swerve, and a combined s t o p and swerve, s houl d be s e l e c t e d f o r r a t i n g t i r e t r a c t i o n , Al s o, s i n c e t he t i r e must oper at e under a wide ran;e of c ondi t i ons and of i nput commands, one t i r e can be s u p e r i o r i n some q u a l i t i e s and r e l a t i v e l y i n f e r i o r i n ot he r s . Thus, a ga i n, more t han one measure i s needed t o adequat el y r a t e t h e d i f f e r e n t t ypes of t i r e s he a r f or c e performance. A proven worki ng s e t of t i r e par amet er s and c ha r a c t e r i z i ng f unc t i ons i s n o t a v a i l a b l e now, I n t he l a s t column of Fi gur e 1 2 , a pos s i bl e s e t of par amet er s and c ha r a c t e r i z i ng f unc t i ons i s i ndi c a t e d. They a r e : Ca, Cs, a par amet er f o r c ha r a c t e r i z i ng t he pr e s s ur e d i s t r i b u t i o n ; p~ and \ as f unc t i ons of Vs and FZ; and a f r i c t i o n r u l e whi ch a ppl i e s t o combined l ongi t udi na l and l a t e r a l f or c e c ondi t i ons . Means f o r deduci ng t he pr e s s ur e d i s t r i b u t i o n par amet er and p and px from t he exper i ment al r e s u l t s have not been Y devel oped y e t . Use of t he proposed approach i s hi ghl y de- pendent upon devi s i ng s i mpl e t e s t s t o e va l ua t e t he neces s ar y t i r e par amet er s and c h a r a c t e r i zi ng f unc t i ons . C. - Ef f o r t s Shoul d Be Made Toward t he Development of a De t a i l e d Model t o Aid i n t he Under st andi ng of How Shear Force - i s Gener at ed by t he Ti r e -- - I n a pr evi ous publ i c a t i on [ 7 ] , Frank and Hof f e r be r t h di s c us s e d b a s i c phi l os ophi c a l and concept ual c ons i de r a t i ons of t he mat hemat i cal model i ng of t i r e t r a c t i o n mechani cs. I n par - t i c u l a r , t hey di s t i ngui s he d between two b a s i c approaches : (1) a d e t a i l e d f or mul at i on pr oceedi ng from a mi cr os copi c exami nat i on of ma t e r i a l p r o p e r t i e s and mechani cs, and ( 2 ) a s i mp l i f i e d approach employing " phys i c a l - e qui va l e nt " models on a macro!jcopic s c a l e ( e . g. , t he s t r e t c h e d s t r i n g concept ) . They poi nt e d o u t t he l i mi t a t i o n s of t h e s i mpl f i e d appr oach, but concl uded t h a t t he comput at i onal d i f f i c u l t i e s a s s o c i a t e d wi t h any s u f f i c i e n t l y comprehensi ve d e t a i l e d model pr obabl y r ul e d out t he f e a s i b i l i t y of t h a t approach gi ven t he anal og and d i g i t a l computer t e c h- nol ogy of t h e day ( 1967) . I n t h e s h o r t t i me s i n c e , t he hybr i d computer has been devel oped i n t o a uni quel y power f ul t o o l f o r s ol vi ng p a r t i a l d i f f e r e n t i a l e qua t i ons . The i t e r a t i v e and s t o r a g e c a p a b i l i t i e s of t h e hybr i d computer al l ow t i me s ha r i ng of anal og equi pment which i n t u r n makes t he s o l u t i o n of d e t a i l e d f i n i t e el ement models of cont i nuous syst ems p r a c t i c a l . I t now appear s a ppr opr i a t e t o at t empt t o e x p l o i t t he new hybr i d t ech- nol ogy t o implement a d e t a i l e d f i n i t e el ement t i r e model. Such a model ( i f s uc c e s s f ul l y devel oped) would pr ovi de r e a l i n s i g h t i n t o t he mechanisms o f s he a r f o r c e ge ne r a t i on and would s e r ve as a u s e f u l r e f e r e nc e f o r e va l ua t i ng s i mp l i f i e d r epr es ent at i or i s such a s t he WSRI model pr e s e nt e d i n Ref. 1. 14 ACKNOWLEDGMENT The f i r s t use of t he mobi l e t i r e t e s t e r was p a r t i a l l y s uppor t ed by t he Ford Motor Company. Thanks a r e due t o Messr s. Warren Van Wi ckl i n and Al l en Wri ght of Ford f o r t h e i r cooper at i on. REFERENCES 1. H. Dugoff, P. Fancher , and L. Se ge l , " Ti r e Performance Cha r a c t e r i s t i c s Af f e c t i ng Vehi cl e Response t o St e e r i ng and Braki ng Cont r ol I nput s ," Fi n a l Repor t , Nat i onal Bureau of St andar ds Cont r act CST- 460, August 1969. 2 . H. Sa ka i , " The or e t i c a l St udy of t h e Ef f e c t of Tr a c t i ve and Braki ng For ces on Cor ner i ng Ch a r a c t e r i s t i c s of Ti r e s , " Paper No. 4 , JSAE Sa f e t y Tour i n U.S.IZ., Oct . - Nov. 1969. 3. D. Li vi ngs t on and J. Brown, "Physi cs of t h e Sl i ppi ng Wheel 11. S l i p Under Both Tr a c t i ve and La t e r a l For ces , " pr e s e nt e d t o t he Di vi s i on of Rubber Chemi st ry, American Chemical Soc i e t y, Buf f al o, N. Y. , Oct . 14- 17, 1969. 4. B. Y i m , G . Ol sson, P. Fi e l di ng, and G. Balmer, "Highway Vehi cl e S t a b i l i t y i n Braki ng Manuevers, " SAE Paper No. 700515, May 1970. 5. H. Dugoff, R. D. Er vi n, and L. Segel , "Vehi cl e Handl i ng Te s t Pr ocedur es ," F i n a l Repor t , Nat i onal Highway Sa f e t y Bureau Cont r act FH-11- 7297, t o be publ i s hed. 6. 11. Dugoff and B. J. Brown, "Measurement of Ti r e Shear For ces , " SAE Paper No. 700092, J anuar y 1970. 7. F . Frank and W , Hof f e r be r t h, "Mechanics of t h e Pneumat i c Ti r e , " Rubber Chemi st ry and Technol ogy, Vol . 40 ? No. I , Febr uar y 1967.