1、Designation: F2803 09 (Reapproved 2015)Standard Test Method forEvaluating Rim Slip Performance of Tires and Wheels1This standard is issued under the fixed designation F2803; the number immediately following the designation indicates the year oforiginal adoption or, in the case of revision, the year
2、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.1. Scope1.1 This test method is performed to determine the amountof rotational slip occurring at the tire/wheel interface while
3、under heavy longitudinal load conditions.1.2 This test method is suitable for research and develop-ment purposes where tires are compared during a single seriesof tests. They may not be suitable for regulatory statutes orspecification acceptance because the values obtained may notnecessarily agree o
4、r correlate either in rank order or absoluteperformance level with those obtained under other environ-mental conditions on other surfaces or the same surface afteradditional use.1.3 The values stated in SI units are to be regarded as thestandard. The values given in parentheses are for informationon
5、ly.1.4 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 standard to establish appro-priate safety and health practices and determine the applica-bility of regulatory limitations prior to use.2. Reference
6、d Documents2.1 ASTM Standards:2F538 Terminology Relating to the Characteristics and Per-formance of Tires2.2 SAE Standards:3SAE J2013 Military Tire GlossarySAE J670e Vehicle Dynamics Terminology3. Terminology3.1 Definitions:3.1.1 bead, nof a tire, the part of a tire that comes incontact with the rim
7、 and is shaped to secure the tire to the rim.F5383.1.2 candidate tire, ntest tire that is part of a testprogram. F5383.1.3 control tire, nreference tire used in a specifiedmanner throughout a test program. F5383.1.4 deflection, ndifference between the unloaded andloaded section heights. SAE J20133.1
8、.5 drawbar, ndevice for coupling a hauling vehicle to aload.3.1.6 dynamometer, nmachine used to measure torque androtational speed (rpm) from which power produced by anengine, motor or other rotating prime mover can be calculated.3.1.6.1 DiscussionFor the purpose of this test method, adynamometer ca
9、n be any vehicle or trailer that can be towedand produce longitudinal resistance.3.1.7 longitudinal force, nof a tire, the component of thetire force vector in the X direction. F5383.1.8 longitudinal slip velocity L/T, neffective rollingradius multiplied by the difference between the spin velocity(i
10、n rad/unit time) of a driven or braked tire and that of a freerolling tire when each is traveling in a straight line. F5383.1.9 maximum load rating M, nof a passenger tire, theload rating at the maximum permissible cold inflation pressurefor that tire. F5383.1.10 paved road, ntwo or more lanes, all
11、weather,maintained, hard surface roads with good driving visibilityused for heavy and high-density traffic, in accordance with theU.S. Federal Highway Administration. F5383.1.11 rim, nspecially shaped circular periphery to whicha tire may be mounted with appropriate bead fitment. F5383.1.12 rim slip
12、, ncircumferential distance along the rimflange between the corresponding marks.3.1.13 section height, nradial height of a tire section,expressed as one half the difference between the outsidediameter of the unloaded tire and the nominal rim diameter; theoutside diameter is measured on a tire-wheel
13、assembly with thetire inflated to rated inflation pressure. F5381This test method is under the jurisdiction of ASTM Committee F09 on Tiresand is the direct responsibility of Subcommittee F09.20 on Vehicular Testing.Current edition approved May 1, 2015. Published June 2015. Originallyapproved in 2009
14、. Last previous edition approved in 2009 as F2803 09. DOI:10.1520/F2803-09R15.2For referenced ASTM standards, 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 on
15、the ASTM website.3Available from SAE International (SAE), 400 Commonwealth Dr., Warrendale,PA 15096-0001, http:/www.sae.org.Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States13.1.14 sidewall, nof a tire, that portion of a tire betweenthe
16、 tread and the bead. F5383.1.15 test, ntechnical procedure performed on an object(or set of objects) using specified equipment, that producesdata, which are used to evaluate or model selected properties orcharacteristics of the object (or set of objects). F5383.1.16 test tire, ntire used in a test.
17、F5383.1.17 torque FL, nof a wheel, the external torqueapplied to a tire from a vehicle about the wheel spin axis. F5383.1.18 tractive effort, ntotal force output of the tractiondevice acting parallel to the surface of the ground and in thedirection of travel of a driving wheel.3.1.18.1 DiscussionTra
18、ctive effort is expressed as a ratioof load to vehicle weight. SAE J20134. Summary of Test Method4.1 This test method is used to quantify the amount a driventire rotates relative to a rim under severe conditions. Thismethod is designed to produce the greatest amount of rim slipin the shortest amount
19、 of time using a test vehicle that iscapable of 60 % tractive effort. The 60 % tractive effort is atarget from military requirements but can be adjusted to fit acommercial application. This test method can be modified toaccommodate different objectives including longer distances orvarious drawbar lo
20、ads. Test tire results are compared to acontrol tire to evaluate the relative change in performance andto negate affects from environmental conditions.5. Significance and Use5.1 This test method establishes a standard procedure ofcomparative testing, for driven wheel rim slip, between candi-date tir
21、e group(s) and a control tire group. This test method issuitable for research and development purposes where tire andrim specimens are compared during a brief testing time period.They may not be suitable for regulatory or specificationacceptance purposes because the values obtained may notnecessaril
22、y agree or correlate, either in rank order or absolutevalue, with those obtained under other conditions (for example,different locations or different seasonal time periods on thesame test course).6. Interferences6.1 The absolute values of the parameters obtained with thistest method are dependent up
23、on the characteristics of thevehicle, the selected test pavement(s), and the environmentalconditions at the test course. A change in any of these factorsmay change the absolute values and may also change therelative rating of the tires and wheels so tested. It is recom-mended that all testing occur
24、at similar conditions and in asshort a time frame as possible to reduce this variability.6.2 Wheel condition, lubrication, and the elapsed time fromtire mounting may affect the results of testing. It is recom-mended tires are mounted consistently, without lube ifpossible, between tire and wheel spec
25、imens.7. Apparatus7.1 The testing apparatus shall consist of a wheeled vehiclecapable of providing consistent torque to the test wheellocations, a dynamometer, load cell, calibrated speedometer,and tire/wheel specimens. The test course shall be a smooth,less than 2 % grade, dry pavement surface. The
26、 surface andambient temperature must be above 0C (32F).8. Reagents and Materials8.1 This test method requires a paint pen or equivalentdevice capable of marking tires and rim surfaces.9. Hazards9.1 The towing vehicle shall be secured with a load cell anda cable/drawbar that is suitable to provide sa
27、fety for testingpersonnel.10. Sampling, Test Specimens, and Test Units10.1 The speed and drawbar load data shall be acquired at aminimum of 10 Hz. The speed data shall be accurate to 61km/h (0.6 mph). The drawbar load cell shall be accurate towithin 2 % for the maximum reading.10.2 Prior to testing,
28、 the tires and wheels shall be marked onthe side facing away from the test vehicle. Two lines shall bemade at the valve stem with a paint pen or suitable marker,across the tire bead and rim a minimum of 6 cm (2.5 in.) oneach surface. A similar single mark shall be made 180 radialdegrees on the same
29、face of the tire. Refer to Fig. 1 for exampletire and rim markings.10.3 All units in this test method are listed in SI units; theresults of testing may be presented in the units chosen by testpersonnel.11. Preparation of Apparatus11.1 The test vehicle shall be loaded so that each wheelposition shall
30、 be within 5 % of the maximum load rating foreach test tire at a minimum of two wheel positions.FIG. 1 Example Tire and Rim Markings Prior to TestingF2803 09 (2015)211.2 The test vehicle shall be driven at an operating speedless than 40 km/h (25 mph) for a minimum of 5 min to warmup the drive train
31、components.11.3 After warm up, the test vehicle shall be attached to thedynamometer to begin test.11.4 Preparation of tire and wheel specimens shall beconsistent to minimize any variables such as lubrication orimproper bead seating.12. Calibration and Standardization12.1 Test speed shall be measured
32、 using a calibrated devicesuch as a GPS or a fifth wheel. Drawbar load shall be measuredusing a calibrated load cell or equivalent device. Rim slip shallbe measured using a calibrated flexible ruler or tape that willnot be affected by bending.13. Conditioning13.1 A minimum of 160 km (100 miles) of b
33、reak in arerequired for each test tire. It is recommended that all tiresgroups have a similar amount of break in.14. Procedure14.1 At no time is a tire longitudinal slip velocity greaterthan 8 km/h (5 mph) acceptable and will cause a void of the testresults.14.2 The tires shall be inflated to their
34、recommended coldoperating pressures, or other value as specified by the end user.Additional testing is recommended at an off road tire pressure,typical at 25 to 30 % tire deflection.14.3 The vehicle shall be driven with a towed drawbar loadthat is equal to 40 % tractive effort initially, and a secon
35、d testat 60 % tractive effort. If the test vehicle is not capable ofproducing the required load, the vehicle shall be driven at23 ofthe maximum tractive effort at a test speed of 8 km/h (5 mph)and at a second load that is equal to the maximum tractiveeffort.14.4 Test duration is 15 min.14.5 At the c
36、onclusion of test each test wheel location shallbe photographed to include the entire rim and tire assembly. Aminimum of one additional photo per wheel is required toinclude the marks made at the valve stem as well as the twomarkings made on the tire. The final inflation pressure shall bemeasured an
37、d recorded.14.6 The rim slip shall be measured using a flexible mea-suring tape that is capable of flexing around the tire rim. Referto Fig. 2 and Fig. 3 for measurements examples. The rim slipis the measured circumferential distance along the rim flangebetween the corresponding marks. Measurements
38、are to bemade on the corresponding leading edge of each line to excludethe thickness of the line.15. Calculation or Interpretation of Results15.1 The average test speed, average drawbar load, andmeasured rim slip for each wheel position are tabulated as ameans of comparison between the candidate and
39、 control tiregroups. Comparisons shall be made at equivalent wheel posi-tions. This standard assumes a single run for each tire group, anaverage of multiple tests may be done at the discretion of thetest operators.16. Report16.1 Report the following information:16.1.1 Test vehicle used, gross vehicl
40、e load (mass),16.1.2 Method used: ASTM XXXX Rim Slip Test,16.1.3 Procedure used, and16.1.4 Instrumentation used.16.2 For each test event report the following:16.2.1 Test date,FIG. 2 Example Tire and Rim Markings Post TestFIG. 3 Example Measurement PointsF2803 09 (2015)316.2.2 Pavement condition,16.2
41、.3 Tire size, name, and manufacturer,16.2.4 Rim size, contour, and manufacturer,16.2.5 Ambient temperature, C (F),16.2.6 Average test speeds, km/h (mph),16.2.7 Average drawbar load, N (lb),16.2.8 Initial tire inflation pressure, kPa (psi),16.2.9 Final tire inflation pressure, kPa (psi),16.2.10 Tire
42、break in, km (miles),16.2.11 Rim slip for each wheel position, cm (in.), and16.2.12 A statement that tires did not slip relative to thepavement during test.17. Precision and Bias17.1 PrecisionData are not yet available, therefore nostatement on the repeatability or reproducibility of the testmethod
43、can be made.17.2 BiasThere are no standards or reference values withwhich the results of this test method can be compared;therefore, bias cannot be evaluated.18. Keywords18.1 bead slip; rim slipANNEX(Mandatory Information)A1. RIM SLIP REPORTA1.1 Example Report FormSee Table A1.1.APPENDIX(Nonmandator
44、y Information)X1. TEST METHOD OPTIONSX1.1 This test method measures the rim slip in units oflength along the circumference of the flange edge of the rim.For control and candidate tires of different rim diameters, itmay be required to calculate the rim slip in angular units.TABLE A1.1 Example Report
45、FormTest Vehicle: MakeModelLeft Front Right Front Left Rear Right RearRecommended InflationPressure:GVWR:Measured Vehicle Weight:Total Vehicle Weight:Target Drawbar Load:Instrumentation: Cal Date Cal Due Date Accuracy MaximumReadingLoad Cell:Speed:Test Results: Test DateAmbient Temperature:Pavement
46、Condition:Tire Size, Name, andManufacturer:Rim Size, Contour, andManufacturer:Average Test Speed:Target Drawbar Load:Average Drawbar Load:Left Front Right Front Left Rear Right RearInitial Inflation Pressure:Final Inflation Pressure:Rim Slip:Did the Tire Slip Relative toPavement?: (y/n)F2803 09 (201
47、5)4X1.2 If rim slip is found or expected to be greater than ornear an entire rotation of the tire relative to the rim, themeasurement method may require additional testing equip-ment. The following options can be used to accommodate thisresult:X1.2.1 Reduction of drawbar load.X1.2.2 Reduction of tes
48、t duration.X1.2.3 If quantification of the rim slip at this condition isrequired, a string can be attached to the hub and fixed to the tiresidewall using a suitable adhesive. The string shall be attachednear the hub in a way that it will wind around a shaft as the tirerotates relative to the wheel.
49、An example of this alternate testsetup is shown in Fig. X1.1. If the number of winds is greaterthan one, the rim slip shall be added to the number of windsthat the string has made around the shaft multiplied by thecircumference of the outer flange of the rim.FIG. X1.1 Method for Quantifying Rim Slip of Greater than orEqual to One Rotation of the Tire Relative to the RimF2803 09 (2015)5ASTM International takes no position respecting the validity of any patent rights asserted in connection with any item mentionedin this standard. Users of this
