Measurement of Lateral Tire Performance on Winter Surfaces

Extending two-dimensional models of tire vehicle interaction to full three-dimensional functionality requires an understanding of lateral forces on off-road terrain and low-friction surfaces. Experiments were conducted at the Nevada Automotive Test Center using two principal tires--an all-season LT2...

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Bibliographic Details
Main Authors: Phetteplace, Gary, Shoop, Sally, Slagle, Travis
Other Authors: ENGINEERING RESEARCH AND DEVELOPMENT CENTER HANOVER NH COLD REGIONS RESEARCH AND ENGINEERING LAB
Format: Text
Language:English
Published: 2007
Subjects:
Snow
Ice and Permafrost
Surface Transportation and Equipment
*PERFORMANCE(ENGINEERING)
*SNOW
*RADIAL TIRES
*ICE
WINTER
VEHICLES
FRICTION
*LATERAL TRACTION
*SLIP ANGLE
WINTER SURFACES
Ice
permafrost
Online Access:http://www.dtic.mil/docs/citations/ADA471718
http://oai.dtic.mil/oai/oai?&verb=getRecord&metadataPrefix=html&identifier=ADA471718
Description
Summary:Extending two-dimensional models of tire vehicle interaction to full three-dimensional functionality requires an understanding of lateral forces on off-road terrain and low-friction surfaces. Experiments were conducted at the Nevada Automotive Test Center using two principal tires--an all-season LT235/75R15, which has been the subject of many tests on the CRREL Instrumented Vehicle (CIV), and a tire used on the military's HMMWV, size 37X12.50R16.5 on ice, packed snow, and disaggregated snow. The tests showed that the lateral coefficient of friction for both tires increases rapidly with slip angle from zero slip angle. For the packed and disaggregated snow surfaces, the lateral coefficient of friction appears to asymptotically approach a maximum value with increasing slip angle to slip angles of approximately 15 degrees. For the ice surface, the initial behavior is similar, but the peak lateral coefficient of friction is reached at low slip angles, normally 2-4 degrees, and then the lateral coefficient of friction falls off significantly. With respect to peak lateral friction coefficients, the two tires behave similarly on each surface with one exception: on ice the HMMWV tire develops peak values approximately 50% of those generated by the CIV tire. Tire pressure impacts were not significant, but the trends were for higher lateral traction with lower tire pressures. Prepared in collaboration with Nevada Automotive Test Center, Carson City, NV. The original document contains color images.

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