SAE J 1015-2012 Tonne Kilometer Per Hour Test Procedure《每小时吨公里测试规程》.pdf

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4、(outside USA) Fax: 724-776-0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.orgSAE values your input. To provide feedback on this Technical Report, please visit http:/www.sae.org/technical/standards/J1015_201207SURFACEVEHICLESTANDARDJ1015 JUL2012 Issued 1974-03 Revised 2012-07Supers

5、eding J1015 MAY1995 Tonne Kilometer Per Hour Test Procedure RATIONALEThis document covers time tested procedures and applications. As such the methodology continues to be acceptable in its present form. Therefore the document is being revised with no significant technical changes.1. SCOPE This SAE S

6、tandard establishes the Tonne Kilometer Per Hour Test Procedure for off-the-road tires. This document is applicable to only those tires used on certain earthmoving machines referenced in SAE J1116. 2. REFERENCES 2.1 Applicable Documents The following publications form a part of this specification to

7、 the extent specified herein. Unless otherwise indicated the latest revision of SAE publications shall apply. 2.1.1 SAE Publications Available from SAE International, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA and Canada) or 724-776-4970 (outside USA), www.sae.o

8、rg.SAE J1098 Tonne Kilometer Per Hour Application SAE J1116 Categories of Off-Road Self-Propelled Work Machines 2.1.2 Tire and a handle with connection to the reading or recording device. 4.3.3 Pressure Instrument An instrument capable of measuring tire inflation pressure to an accuracy of 6.9 kPa.

9、4.3.4 Weight Scale A weight scale with an accuracy of 2%. 4.3.5 Timing Device A standard stopwatch or stop clock capable of measuring 60 min or more, with graduations of 0.01 min. SAE J1015 Revised JUL2012 Page 3 of 8 5. PREPARATION FOR TESTS 5.1 Tires Tires shall be prepared for thermocouple probes

10、 by drilling 3 mm diameter holes from the tread surface to the top of the topmost reinforcement; i.e., breaker cord, belt cord, or carcass ply. These holes, drilled normal or perpendicular to the tread surface, shall be located across the tread in such a pattern that one or more are within 25 mm or

11、less of the hottest point in the tire. To insure this, the following procedure is recommended. 5.1.1 Drill Hole Location 5.1.1.1 With a caliper, measure the total tire thickness of each tread element around the tire at the centerline and shoulder. Determine the area around the circumference with the

12、 greatest total thickness. 5.1.1.2 Select a tread bar or contiguous tread element in this heavy gauge area as the probe location. 5.1.1.3 For tires of 16.00 cross section and smaller, locate holes in the center of the cross lug or contiguous tread element and at maximum increments of 25 mm from the

13、tire centerline to each shoulder. For larger tires, locate holes at 50 mm increments. 5.1.1.4 Continuous rib design tires require holes in the center of each rib. Ribs wider than 76 mm will require additional holes 25 mm either side of the center, but not closer than 12.5 mm from the rib edge. 5.1.1

14、.5 Mark off increments as described in 5.1.1.3 and 5.1.1.4 across the crown of the tire. FIGURE 1 - THERMOCOUPLE NEEDLE AND HOLDER SAE J1015 Revised JUL2012 Page 4 of 8 5.1.2 Drill Hole Depth Determination 5.1.2.1 Depth of the drilled holes should be such that the bottom of the hole is within 2.5 mm

15、 of the top of the highest reinforcement cord, but not into or through this cord. 5.1.2.2 If the carcass thickness is known, measure the total tire thickness at the location determined in 5.1.1.3 and subtract the known carcass thickness from this measurement; the drill depth should be 2.5 mm less th

16、an the difference.5.1.2.3 If the total thickness is not known, then the drill depth can be determined by drilling test core holes. 5.1.2.3.1 Make core drillings not to exceed 6 mm diameter at the prescribed intervals (see 5.1.1.3 and 5.1.1.4) from the centerline to both shoulders on a tread element

17、immediately adjacent to the intended probe location. On rib design tires, the cored hole shall not be within 50 mm of the drill location. Cores should be drilled normal or perpendicular to the tread surface. Core drilling depths should not extend beyond breaker or belt plies into body plies or ply.

18、In the case of steel cord construction tires, core drilling should not go deeper than when initial contact with the steel cord belt/breaker plies occurs. 5.1.2.3.2 Measure the reinforcement (carcass material) thickness on the plugs removed from the cored holes and subtract from the depth of the core

19、d hole. This measurement less 2.5 mm determines the probe depth for that location.5.2 Inflation New tires shall be inflated for 24 h prior to the first test. Test tires should be inflated to the TRA Yearbook pressure for the subject ply rating or load range. 5.3 Break-In New test tires are to be run

20、 for between 130 and 160 km at a load and speed combination estimated to produce an actual stable temperature within the limits listed as follows: 5.3.1 Bias ply (textile) tires, 87 to 107 C. 5.3.2 Radial ply (steel cord) tires, 71 to 93 C. 6. TEST PROCEDURE 6.1 Test Conditions 6.1.1 Selecting Test

21、Load The test load is determined by selecting a load of 85% of the TRA yearbook 50 km/h capacity table for both test tires. The load shall be measured for each tire within 2% of the selected test load. This load shall be used throughout the test. 6.1.2 Setting of Test Inflation Pressures Immediately

22、 prior to the test, inflation pressures are to be adjusted with the tires at ambient conditions and the pressure corrected to a 15.6 C standard. (See 5.2.) 6.1.3 Selection of Test Speeds Three speeds are selected. These three speeds when multiplied by the test load (6.1.1) generate three correspondi

23、ng TKPH values to be used in TKPH determination. SAE J1015 Revised JUL2012 Page 5 of 8 6.1.3.1 Definition of Speed Speed is an average speed calculated by using the total distance traveled divided by the total time from the initial machine start to the final stop. 6.1.3.2 Method of Speed Selection T

24、hree average speeds are selected such that each produces level-off tire temperatures in the approximate ranges shown in Table 1. TABLE 1 - LEVEL-OFF TIRE TEMPERATURES Tire Type ApproximateTemperatureNormalized for Ambient CTextile 93 107121Steel cord 79 93 1076.2 Test Cycle The test cycle consists o

25、f running at a constant speed for approximately 60 min or 24.1 km and a fixed stop-period of minimum duration (not to exceed 10 min). The travel times or distances may be varied slightly to permit even laps around the course between stops. Once the speed or travel time of the cycle has been establis

26、hed, it shall be accurately controlled within 1%. 6.3 Measurement and Recording of Data 6.3.1 Recommended Data Form (See Figure 2)SAE J1015 Revised JUL2012 Page 6 of 8 FIGURE 2 - DATA FORM 6.3.2 Tire temperatures are measured in the predrilled probe holes with instrumentation per 4.3.1 and 4.3.2. Te

27、mperatures should be taken as quickly as possible at the beginning of the stop-period. A specific measurement sequence should be maintained throughout the test. Measurements should be taken with the thermocouple probe within 1.3 mm of the bottom of the probe hole. With each temperature recorded, rec

28、ord the elapsed time from the beginning of the stop-period. 6.3.2.1 Hot Area Measurement It is not necessary to probe each drilled hole after a sufficient number of readings have been obtained to determine the area of the hot spots on either side of the centerline. After this area has been establish

29、ed, continue to record the hot point in each area and each point adjacent to make certain that the hottest points are being measured. SAE J1015 Revised JUL2012 Page 7 of 8 6.3.2.2 Cooling Rate Measurement At the completion of the last probe measurement (hottest test condition), when the level-off co

30、ndition (see 6.4) has been reached, each probe hole should again be measured in the same sequence as followed in the test (6.3.2), recording the continuing time lapse from stop for each probe measurement, in the same manner as has been done throughout the test. With the timing device continuing to r

31、ecord the time after the final stop, a third set of probe hole temperature data should be taken with its appropriate stop times, approximately 15 min after the previous readings. This procedure should continue for several more 15 min intervals until sufficient data are obtained to plot a uniform des

32、cending rate temperature versus time curve. 6.3.3 Ambient temperature should be recorded at the beginning of the timed test and 30 min before each stop-period. These data are to be used for normalizing the tire temperatures to 38 C. 6.3.3.1 Minimum Ambient Limit for Valid Test The test should not be

33、 run if the ambient is less than 10 C. 6.4 Test Duration Temperature data are to be recorded at each stop-period until the level-off condition for each tire has been reached. The level-off condition is defined as when the variation in hot spot (see Section 7) temperature corrected to 38 C does not i

34、ncrease more than 2.8 C total for three successive stop-periods. 7. DATA REDUCTION AND ANALYSIS 7.1 Temperature Correction for Time Lapse During Probe Measurements Sec 6.3.2.2. An additive correction shall be applied to each probe measurement based on the time lapse after stop. The amount of the cor

35、rection is determined at the completion of the test, using the cooling curve established at that time. 7.1.1 Cool Curve The cooling curve is plotted from data obtained as described in 6.3.2.2. The curve is not normalized for the ambient because the cooling rate correction is applied directly to the

36、recorded data. 7.2 Ambient Temperature Normalization The highest temperature recorded (hot spot) on each tire during each stop is to be normalized to 38 C by the following procedure:a. If the ambient temperature recorded 30 min prior to tire temperature is less than 38 C, add 60% of the difference t

37、o this highest temperature reading. That is, 0.60 (38 C - ambient) b. If the ambient temperature is greater than 38 C subtract 60% of the difference. That is, 0.60 (ambient - 38 C) These normalized values are used to determined TKPH. 7.3 TKPH Determination The normalized level-off temperatures for t

38、he three conditions (6.1.3.2) are plotted on coordinate paper against the appropriate TKPH level at which they were generated (see 6.1.3). Data from both test tires are to be plotted for averaging purposes (see Figure 3). SAE J1015 Revised JUL2012 Page 8 of 8 The rating temperature (T) is the temper

39、ature (given the state of technological development) which the tire can sustain with reliability. This temperature (T) is separately determined by the individual tire manufacturers. The TKPH value for each of the test tires is read at the T as established and published by the testing agency. The ave

40、rage of the test sample (minimum of two tires) is to be used as the rating. If temperature difference between test sample tires at the rating temperature exceeds 5.6 C, the test is not considered valid and the sample size should be increased. FIGURE 3 - DATA PLOT 8. TKPH RATING 8.1 The value determi

41、ned in 7.3, having followed the test procedure without exception and expressed with TRA size and TRA-SAE type code, shall be the TKPH rating. 8.2 Where: (a) other TRA standards for tire size, rim, inflation, and load (50 km/h maximum speed table) are used in the test, (b) a descriptive tire code doe

42、s not exist, or (c) TRA supplementary service specifications are used rather than standard; the TKPH rating shall have a complete explanatory note which provides the specific description and conditions that are in variance with the test procedures. 9. NOTES 9.1 Marginal Indicia A change bar (I) loca

43、ted in the left margin is for the convenience of the user in locating areas where technical revisions, not editorial changes, have been made to the previous issue of this document. An (R) symbol to the left of the document title indicates a complete revision of the document, including technical revisions. Change bars and (R) are not used in original publications, nor in documents that contain editorial changes only. PREPARED BY THE SAE MTC8, TIRE AND RIM COMMITTEE OF THEMACHINE TECHNICAL STEERING COMMITTEE OF T DEG AND TIRE B2 CURVES A MINIMUM OF 3 TESTS READ TKPH VALUE AVERAGE INTERCEPT