A method of predicting the peak braking force coefficient of a worn tread peak

Abstract

The application discloses a method for predicting the peak braking force coefficient of a worn tire, comprising the following steps: using a tire test trailer, respectively measuring the force conditions of a tire to be tested in the vertical direction and the running direction under braking state, driving the test trailer on the designated test road at a specified speed, respectively measuring the peak braking force coefficient of the test tire and the slip braking force coefficient of the test tire through the test trailer, respectively testing a plurality of standard test tires and test tires according to the test cycle sequence, measuring the peak braking force coefficient of the corresponding standard test tire and test tire, calculating the relative grip performance index of the test tire on the wet road, and using the slip braking force coefficient of the test tire to predict and calculate the peak braking force coefficient of the worn tire. The application can greatly save time, reduce test steps and increase test efficiency by predicting the performance of the worn tire through the slip braking force coefficient of the new tire.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of tire detection verification technology, and particularly relates to a method for predicting the peak braking force coefficient of a worn tire. BACKGROUND

[0002] With the continuous development of the automobile industry, automobiles have become an indispensable means of transportation in people's daily life, and people's requirements for the performance of automobiles are also increasing. As the only component of a vehicle in contact with the ground, tires bear the weight of the vehicle, transmit driving force and braking force, etc., and the performance of the tires closely affects the power, safety, comfort, etc. of the whole vehicle. Therefore, the performance of the tires has also been paid more and more attention.

[0003] During the normal use of the automobile, the tire and the road surface are worn out due to mechanical action, chemical reaction, etc. The wear of the tire is a very complex phenomenon, which is related to the vehicle condition, the driving habits of the driver, environmental factors, the structure of the tire and the performance of the rubber material, etc. The wear mechanism is relatively complex, and it is also difficult to predict the wear of the tire.

[0004] The wear of the tire will have different degrees of influence on the economy, power, safety and comfort, etc. of the normal driving of the vehicle. For example, to directly study the performance of the worn tire, the new tire needs to be worn out first, such as using a sander to sand the tire, which consumes a lot of time. If the performance of the worn tire is predicted by some parameters of the new tire, time can be saved, the test steps can be reduced, and the test efficiency can be increased.

[0005] In summary, there is a need to design a more efficient and faster method for predicting the performance index of a worn tire. SUMMARY

[0006] The technical problem to be solved by the present application is that the performance detection of the existing worn tire needs to wear the new tire first, which consumes a lot of time.

[0007] To solve the above technical problems, the technical scheme adopted by the present application is to provide a method for predicting the peak braking force coefficient of a worn tire, comprising the following steps,

[0008] S1, respectively measuring the peak braking force coefficient of the test tire and the slip braking force coefficient of the test tire,

[0009] S2, measuring the peak braking force coefficient of the standard test tire,

[0010] S3, calculating the relative grip performance index of the test tire on the wet road surface by using the above data, and predicting and calculating the peak braking force coefficient of the worn tire by using the slip braking force coefficient of the test tire.

[0011] In step S1, each test tire is tested at least 8 times; in step S2, the standard test tires and test tires are tested in the order of R1-T1-T2-T3-R2-T4-…-Tn-Rn, wherein Rn represents a standard test tire, Tn represents the nth test tire, and at most 3 test tires are tested between 2 standard test tires.

[0012] In step S2, the peak braking force coefficient of the corresponding standard test tire is set as Ra, and Ra is calculated as follows:

[0013] When the test tire sequence is R1-T1-R2, for test tire T1, Ra=1 / 2(R1+R2);

[0014] When the test tire sequence is R1-T1-T2-R2, for test tire T1, Ra=2 / 3R1+1 / 3R2, and for test tire T2, Ra=1 / 3R1+2 / 3R2;

[0015] When the test tire sequence is R1-T1-T2-T3-R2, for test tire T1, Ra=3 / 4R1+1 / 4R2, for test tire T2, Ra=1 / 2(R1+R2), and for test tire T3, Ra=1 / 4R1+3 / 4R2.

[0016] In step S3, the peak wet road relative grip performance index (G(T peak ) of the tire is calculated as follows:

[0017]

[0018] In the above formula:

[0019] t: the temperature of the wet road when the test tire (T) is tested, in degrees Celsius (℃);

[0020] t0: 20℃ for ordinary tires and 10℃ for snow tires;

[0021] Ra: the weighted average of the peak braking force coefficient of the standard test tire;

[0022] μ peak,ave (Ra): the weighted average of the peak braking force coefficient of the standard test tire;

[0023] μ peak,ave (T): the average peak braking force coefficient of the test tire;

[0024] μ peak,ave (R0)=0.85, which is the peak braking force coefficient of the standard test tire under standard conditions;

[0025] For a standard tire: a = -0.4232, b = -8.297;

[0026] For snow tires: a = 0.7721, b = 31.18.

[0027] In step S3 above, the relative grip performance index (G(T)) of the wet road surface where the tire slips. slip ))Calculate as follows:

[0028]

[0029] In the above formula:

[0030] t: Wet road surface temperature during the test of the test tire (T), in degrees Celsius (°C);

[0031] t0: 20℃ for regular tires, 10℃ for snow tires;

[0032] Ra: The weighted average of the peak braking force coefficients of standard test tires;

[0033] μ peak,ave (R): Weighted average of the peak braking force coefficients of standard test tires;

[0034] μ slip,ave (T): Average slip braking force coefficient of the test tires;

[0035] μ peak,ave (R0) = 0.85, which is the peak braking force coefficient of the standard test tire under standard conditions.

[0036] For a standard tire: a = -0.4232, b = -8.297;

[0037] For snow tires: a = 0.7721, b = 31.18.

[0038] In step S3 above, the peak braking force coefficient of the worn tire is predicted and calculated using the average slip braking force coefficient of the test tire:

[0039] μ peak,wear,cal =μ slip,ave ×1.8+0.1;

[0040] The predicted relative grip performance index of the worn tire on wet surfaces was calculated using the predicted peak braking force coefficient of the worn tire.

[0041]

[0042] In the above formula:

[0043] μ peak,wear,cal(T): the peak braking force coefficient prediction value of the test tire worn tire;

[0044] G(T peak,wear,cal ): the relative grip performance index prediction value of the test tire worn tire on wet road surface.

[0045] In the above step S1, the test vehicle drives on the designated test road surface at a specified speed, the tire test trailer is used to measure the vertical and driving direction forces of the test tire under braking, the equipment with the test tire is driven into the test point to start the test, the test is carried out in the same area and direction of the test road surface, and the peak braking force coefficient of the test tire group and the slip braking force coefficient of the test tire group are measured by the test trailer, each tire is tested multiple times, and the driving direction of each test is the same.

[0046] In the above step, for the standard test tire, if the coefficient of variation (standard deviation / average value x 100) of the measured peak braking force coefficient is greater than 5%, all the data of the standard test tire and the test tire are invalid, and the test should be retested; for the test tire, if the coefficient of variation (standard deviation / average value x 100) of the peak braking force coefficient or the slip of a group of test tires is greater than 5%, the data of the group of test tires should be retested, and there are at least 6 groups of valid data for each group of test tires and the standard test tire.

[0047] In the above step, the tire pressure of the test tire is standard type: 180 kPa or enhanced type: 220 kPa, the test load is 75% ± 5% of the tire load capacity, and the driving speed of the test vehicle is 65 km / h ± 2 km / h.

[0048] In the above step, the test road is an asphalt road with an arbitrary direction slope of not more than 2%; the test road surface is constructed in the same period, and the road surface is flat, uniform in structure, consistent in abrasion, and free of loose materials or foreign deposits on the surface; the maximum size of the stone used to construct the test road is 10 mm, and the tolerance is allowed to be 8-13 mm, and the test road surface structure depth measured according to ASTM E965-96 sanding method should be 0.7 ± 0.3 mm.

[0049] In the above step, preferably, the test road surface uses a roadside water spraying device, or a water spraying device is connected to the test vehicle or trailer, when the roadside water spraying device is used, water is sprayed to the road surface at least 0.5 h before the test, and the water film depth of the road surface should be 0.5-1.5 mm; when the water spraying device is installed on the test vehicle or trailer, the water film sprayed by the nozzle should be uniform, and the extension width should be at least 25 mm wider than the tire ground contact surface, the water contact position should be 250-450 mm in front of the center of the tire ground contact surface, and the water spraying speed should ensure that the water film depth meets the specified requirements, and the variation of the water spraying speed during the test should be kept within ± 10%.

[0050] In the above steps, preferably, the wind speed of the test site is not greater than 3 m / s, or the test site uses a wind barrier, the test road surface and the ambient temperature are controlled at 5-35℃, and the temperature change of the test road surface during the test does not exceed 10℃.

[0051] Compared with the prior art, the present application has the advantages that the new tire is worn out by a grinding machine, the performance of the worn tire is predicted by the slip braking force coefficient of the new tire, time is greatly saved, the test steps are reduced, and the test efficiency is improved. DETAILED DESCRIPTION

[0052] The present application will be described in detail below.

[0053] The present application discloses a method for predicting the peak braking force coefficient of a worn tire. Those skilled in the art can refer to the content of this paper and appropriately improve the process parameters to achieve. It should be particularly pointed out that all similar substitutions and changes are obvious to those skilled in the art, and they are considered to be included in the present application, and the relevant personnel can obviously make changes or appropriate changes and combinations to the content described herein without departing from the content, spirit and scope of the present application, to realize and apply the present application technology.

[0054] In the present application, unless otherwise specified, the scientific and technical terms used herein have the meanings commonly understood by those skilled in the art.

[0055] In the description of the present application, it should be understood that the orientations or positional relationships indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0056] In the present application, unless otherwise specified and limited, the terms "mounting", "connection", "connection", "fixing" and the like should be understood broadly, for example, it can be fixed connection, or detachable connection, or integral; it can be directly connected, or indirectly connected through an intermediate medium; it can be the internal communication of two elements or the interaction relationship between two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0057] It should be noted that in the description of the present application, the terms "first", "second" are only used for the convenience of describing different components, and cannot be understood as indicating or implying a sequential relationship, relative importance, or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first", "second" can be explicitly or implicitly included at least one of the features.

[0058] Definitions of terms:

[0059] Braking force coefficient: the ratio of the longitudinal force of a tire to the vertical load.

[0060] Peak braking force coefficient: the maximum ratio of the longitudinal force of a tire to the vertical force during braking before the wheel lock.

[0061] Slip braking force coefficient: the ratio of the average longitudinal force of a tire to the average vertical force within 0.2-1.2s after the wheel lock.

[0062] Test tire: a tire used for testing the tire being evaluated.

[0063] Standard test tire: a set of special test tires used as a reference in the evaluation system. In order to minimize their variability, these tires have strictly controlled design characteristics, and are produced, controlled and stored according to the relevant standards. (The standard test tire specification is 225 / 60R16 97S, and the standard test tire of this specification shall meet the requirements of the relevant Chinese group standards)

[0064] Test conditions

[0065] The road surface shall be a dense asphalt road with a slope of no more than 2% in any direction; the road surface shall be of the same period of construction, flat, uniform in structure and consistent in abrasion, and free of loose materials or extraneous deposits on the surface; the stone size of the road surface shall be no more than 10mm (tolerance allowed 8-13mm), and the road surface texture depth shall be 0.7±0.3mm as measured by the sanding method according to ASTM E 965-96; the test road surface can use a roadside water spraying device or a water spraying device connected to the test vehicle or trailer. If a roadside water spraying device is used, water shall be sprayed onto the road surface at least 0.5h before the test to allow the water temperature and road surface temperature to reach equilibrium, and the water film depth on the road surface shall be 0.5-1.5mm. If a water spraying device is installed on the test vehicle or trailer, the water film sprayed by the nozzle shall be uniform, with a spread width of at least 25mm wider than the tire contact surface, the water contact position shall be 250-450mm in front of the center of the tire contact surface, and the water spraying speed shall be ensured to meet the specified water film depth, and the water spraying speed shall be kept within ±10% during the test.

[0066] The weather condition should be good and the wind speed should be no more than 3 m / s to avoid affecting the uniformity of the water film on the road surface, and a wind barrier can be used if necessary. The test road surface and the ambient temperature should be controlled at 5-35℃, and the temperature change of the test road surface during the test should not exceed 10℃.

[0067] Test equipment

[0068] A dedicated tire test trailer should be used for the test, which can measure the vertical and driving direction forces of a single tire under braking.

[0069] Test method

[0070] The method for predicting the peak braking force coefficient of worn tires provided by the present application comprises the following steps:

[0071] 1. Test tire pressure and load: The test tire pressure is 180 kPa for standard tires and 220 kPa for reinforced tires, and the test load is 75%±5% of the tire load capacity.

[0072] 2. The test vehicle drives on the designated test road surface at a speed of 65 km / h±2 km / h.

[0073] 3. Adjust the test mode of the test trailer to the standard mode (i.e. both the peak braking force coefficient (μ peak ) of the test tire group and the slip braking force coefficient (μ slip ) of the test tire group can be measured during the test), and start the test when the equipment with the test tires enters the test point. It is required to strictly control the test in the same area and direction of the test road surface for each test.

[0074] 4. Each tire should be tested at least 8 times, and the driving direction of each test should be the same.

[0075] 5. The test cycle is R1-T1-T2-T3-R2-T4-T5-T6-R3, Rn represents the standard test tire, and Tn represents the test tire group, and at most 3 test tire groups can be tested between the 2 standard test tire groups.

[0076] The test data of the above steps are processed as follows:

[0077] 1. At least 6 sets of valid data should be ensured for each test tire group and standard tire.

[0078] 2. For the standard tire: if the coefficient of variation (standard deviation / average value×100) of the measured peak braking force coefficient is greater than 5%, all data (including the standard test tire and the test tire) are invalid, and the test should be repeated.

[0079] 3. For the test tires: if the coefficient of variation (standard deviation / average x 100) of the peak braking force or slip of a group of test tires is greater than 5%, the group of test tires should be retested.

[0080] 4. Calculate the weighted average value Ra of the peak braking force coefficient of the standard test tires corresponding to the test tires, the calculation method of Ra is shown in Table 1:

[0081] Table 1

[0082]

[0083] That is, when the test tire ordering method is R1-T1-R2, for the test tire T1, Ra=1 / 2(R1+R2);

[0084] When the test tire ordering method is R1-T1-T2-R2, for the test tire T1, Ra=2 / 3R1+1 / 3R2, for the test tire T2, Ra=1 / 3R1+2 / 3R2;

[0085] When the test tire ordering method is R1-T1-T2-T3-R2, for the test tire T1, Ra=3 / 4R1+1 / 4R2, for the test tire T2, Ra=1 / 2(R1+R2), for the test tire T3, Ra=1 / 4R1+3 / 4R2.

[0086] 5. Calculation of the wet road relative grip performance index of the test tire

[0087] The peak wet road relative grip performance index (G(T peak )) of the tire is calculated as follows:

[0088]

[0089] In the above formula:

[0090] t: the wet road temperature when the test tire (T) is tested, in degrees Celsius (℃);

[0091] t0: 20℃ for ordinary tires and 10℃ for snow tires;

[0092] Ra: the weighted average value of the peak braking force coefficient of the standard test tires;

[0093] μ peak,ave (Ra): the weighted average value of the peak braking force coefficient of the standard test tires;

[0094] μ peak,ave (T): the average value of the peak braking force coefficient of the test tire;

[0095] μ peak,ave(R0) = 0.85, peak braking factor of the standard test tire under standard conditions;

[0096] For the all-season tire: a = -0.4232, b = -8.297;

[0097] For the snow tire: a = 0.7721, b = 31.18.

[0098] The wet road relative grip performance index (G(T slip ) of the test tire is calculated as follows:

[0099]

[0100] In the above equation:

[0101] t: the temperature of the wet road at the time of testing the test tire (T) in degrees Celsius (°C);

[0102] t0: 20 °C for the all-season tire and 10 °C for the snow tire;

[0103] Ra: the weighted average of the peak braking factor of the standard test tire;

[0104] μ peak,ave (R): the weighted average of the peak braking factor of the standard test tire;

[0105] μ slip,ave (T): the average of the slip braking factor of the test tire;

[0106] μ peak,ave (R0) = 0.85, peak braking factor of the standard test tire under standard conditions

[0107] For the all-season tire: a = -0.4232, b = -8.297;

[0108] For the snow tire: a = 0.7721, b = 31.18.

[0109] 6. Prediction of the peak braking factor of the worn tire using the slip braking factor of the new tire

[0110] The peak braking factor of the worn tire is predicted using the average of the slip braking factor of the new tire:

[0111] μ peak,wear,cal = μ slip,ave × 1.8 + 0.1 (1)

[0112] The predicted wet road relative grip performance index of the worn tire is calculated using the predicted peak braking factor of the worn tire:

[0113]

[0114] wherein:

[0115] μ peak,wear,cal (T): Test tire worn peak braking force coefficient prediction value;

[0116] G(T peak,wear,cal ): Test tire worn wet road relative grip performance index prediction value.

[0117] Example test results and prediction comparison

[0118] Three groups of commonly seen tires on the market were selected, and the tire information is shown in Table 2.

[0119] Table 2

[0120] Tire code Tire model Tire use Topic type A 205 / 55R16 91W Normal Standard type B 205 / 55R16 91V Normal Standard type C 205 / 55R16 91V Normal Standard type

[0121] Four tires of each of the A, B, and C brands were taken and respectively polished using a tire polisher, wherein the pattern depth of the main groove of the tire was polished to 2.0 mm ± 0.2 mm, and the pattern depth at the shoulder position was less than 2.0 mm. New tires of the three brands were tested according to the above test method, and the test results are shown in Table 3.

[0122] Table 3 Test results of new tire slip braking force coefficient

[0123]

[0124] The peak braking force coefficient prediction value of the worn tire was calculated using formula (1), and according to the test results of the standard test tires in Table 3, the wet road grip performance index of each brand of worn tire was calculated using formula (2), as shown in Table 4.

[0125] Table 4

[0126]

[0127] In the above test, the actual test results of the polished tires are shown in Table 5.

[0128] Table 5 Actual test results of worn tire peak braking force coefficient

[0129]

[0130] The comparison of the prediction results obtained by the above method and the actual test results is shown in Table 6.

[0131] Table 6

[0132]

[0133] From the comparison between the predicted results and the actual test results, it can be seen that the deviation of the predicted results of the peak braking force coefficient of the worn tire and the wet road grip performance index is less than 2%.

[0134] Compared with the prior art, the present application can greatly save time, reduce test steps and increase test efficiency by predicting the performance of the worn tire through the slip braking force coefficient of the new tire without the need of wearing the new tire, such as using a sander to wear the tire.

[0135] The present application is not limited to the above-mentioned best mode, and any person should know that the structural changes made under the inspiration of the present application, as long as they have the same or similar technical solutions as the present application, fall within the protection scope of the present application.

Claims

1. A method for predicting tire wear performance, characterized in that, Includes the following steps, S1. Measure the peak braking force coefficient and the slip braking force coefficient of the test tire respectively. S2. Measure the peak braking force coefficient of the standard test tire. S3. Using the above data, calculate the relative grip performance index of the test tire on wet road surface, and use the slip braking force coefficient of the test tire to predict and calculate the peak braking force coefficient of the worn tire. In step S3 above, the peak braking force coefficient of the worn tire is predicted and calculated using the average slip braking force coefficient of the test tire: ； The predicted relative grip performance index of the worn tire on wet surfaces was calculated using the predicted peak braking force coefficient of the worn tire: ； In the above formula: μ peak,wear,cal (T): Predicted peak braking force coefficient of the worn test tire; μ slip,ave (T): Average slip braking force coefficient of the test tires; G(T peak,wear,cal ): Predicted value of the relative grip performance index of the test tire on wet road surface under wear; t: Wet road surface temperature during the test of the test tire (T), in degrees Celsius (°C); t0: 20℃ for regular tires, 10℃ for snow tires; Ra: The weighted average of the peak braking force coefficients of standard test tires; μ peak,ave (Ra): The weighted average of the peak values ​​of the standard test tire braking force coefficient; μ peak,ave (R0) = 0.85, which is the peak braking force coefficient of the standard test tire under standard conditions; For a standard tire: a = -0.4232, b = -8.297; For snow tires: a=0.7721, b=31.

18.

2. The method for predicting tire wear performance as described in claim 1, characterized in that, In step S1 above, each test tire is tested at least 8 times; in step S2 above, multiple sets of standard test tires and test tires are tested in the order of the test cycle, which is R1-T1-T2-T3-R2-T4-…-Tn-Rn, where Rn represents the standard test tire and Tn represents the nth set of test tires. A maximum of 3 sets of test tires are tested between 2 sets of standard test tires.

3. The method for predicting tire wear performance as described in claim 2, characterized in that, In step S2 above, the peak braking force coefficient of the corresponding standard test tire is set as Ra, and Ra is calculated as follows; When the test tires are arranged in the order of R1-T1-R2, for test tire T1, Ra=1 / 2(R1+R2); When the test tires are arranged in the order of R1-T1-T2-R2, for test tire T1, Ra = 2 / 3R1 + 1 / 3R2, and for test tire T2, Ra = 1 / 3R1 + 2 / 3R2. When the test tires are arranged in the order R1-T1-T2-T3-R2, for test tire T1, Ra = 3 / 4R1 + 1 / 4R2, for test tire T2, Ra = 1 / 2(R1 + R2), and for test tire T3, Ra = 1 / 4R1 + 3 / 4R2.

4. The method for predicting tire wear performance as described in claim 1, characterized in that, In step S3 above, the tire peak wet road grip performance index (G(T)) is... peak )) Calculate using the following formula: ； In the above formula: t: Wet road surface temperature during the test of the test tire (T), in degrees Celsius (°C); t0: 20℃ for regular tires, 10℃ for snow tires; Ra: The weighted average of the peak braking force coefficients of standard test tires; μ peak,ave (Ra): The weighted average of the peak values ​​of the standard test tire braking force coefficient; μ peak,ave (T): Average peak braking force coefficient of the test tires; μ peak,ave (R0) = 0.85, which is the peak braking force coefficient of the standard test tire under standard conditions; For a standard tire: a = -0.4232, b = -8.297; For snow tires: a=0.7721, b=31.

18.

5. The method for predicting tire wear performance as described in claim 1 or 4, characterized in that, In step S3 above, the relative grip performance index (G(T)) of the wet road surface where the tire slips. slip )) Calculate using the following formula: 。 6. The method for predicting tire wear performance as described in claim 1, characterized in that, In step S1 above, the test vehicle travels on the designated test road surface at a specified speed. Using a tire test trailer, the forces on the test tires in the vertical direction and the direction of travel under braking conditions are measured respectively. The test is started when the equipment with the tires to be tested is driven into the test point. The test is conducted in the same area and in the same direction on the test road surface. The peak braking force coefficient and the slip braking force coefficient of the test tires are measured by the test trailer. Each tire is tested multiple times, and the direction of travel is the same for each test.

7. The method for predicting tire wear performance as described in claim 1, characterized in that, In the above steps, for the standard test tire, if the coefficient of variation (standard deviation / average × 100) of the measured peak braking force coefficient is greater than 5%, then all data of the standard test tire and the test tire are invalid and should be retested; for the test tire, if the coefficient of variation (standard deviation / average × 100) of the peak braking force coefficient or slip of a certain group of test tires is greater than 5%, then the data of that group of test tires should be retested, and each group of test tires and standard test tires should have at least 6 sets of valid data.

8. The method for predicting tire wear performance as described in claim 1, characterized in that, In the above steps, the tire pressure of the test tire is 180 kPa for the standard type or 220 kPa for the reinforced type, the test load is 75% ± 5% of the tire load capacity, and the driving speed of the test vehicle is 65 km / h ± 2 km / h.

9. The method for predicting tire wear performance as described in claim 1, characterized in that, In the above steps, the test road is an asphalt pavement with a slope of no more than 2% in any direction; the test pavement is laid at the same time and is flat, with uniform structure and consistent abrasion, and the surface is free of loose materials or foreign deposits; the maximum size of the stones used to pave the test pavement is 10mm, and the tolerance is 8-13mm; the texture depth of the test pavement measured according to the ASTM E 965-96 sand-laying method should be 0.7±0.3mm.

10. The method for predicting tire wear performance as described in claim 1, characterized in that, Preferably, the test surface uses a roadside water spray device, or a water spray device is connected to the test vehicle or trailer. When using a roadside water spray device, water should be sprayed onto the road surface at least 0.5 hours before the test, and the water film depth should be 0.5 to 1.5 mm. When installing a water spray device on the test vehicle or trailer, the water film sprayed by the nozzle should be uniform, with an extension width at least 25 mm wider than the tire contact patch. The water contact point with the ground should be 250 to 450 mm in front of the center of the tire contact patch. The spraying speed should ensure that the water film depth meets the requirements, and the spraying speed variation during the test should be kept within ±10%.

11. The method for predicting tire wear performance as described in claim 1, characterized in that, Preferably, the wind speed at the test site is no greater than 3 m / s, or the test site is equipped with a windbreak barrier, and the temperature of the test road surface and the environment is controlled between 5 and 35℃, with the temperature change of the test road surface not exceeding 10℃ during the test.

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