-
RESIDUAL ALIGNING MOMENT TEST
残余回正力矩试验
Foreword
—
This
Document has not changed other than to put it into
the new SAE
Technical Standards Board
format.
前言：
这个文件并没有改变，除了把它变成新
的
SAE
技术标准委员会格式。
1. Scope
—
This SAE
Recommended Practice describes the determination
of tire pull
force properties for an
uninclined tire (SAE J670e) on a laboratory flat
surface tire
force and moment machine.
It is suitable for accurately determining pull
forces and
residual aligning moments
for passenger and light-truck tires. These
properties are
important determinants
of vehicle trim (See section 2.1.2). They describe
steady-state,
freerolling pull effects
ascribable to tires.
范围：这个
SA
E
工业标准描述一个倾斜轮胎（
SAEJ670e
）在试验室平带力和力
矩试验机测定轮胎牵引力特性。
它精确地测定
PCR
和
LTR
轮胎的牵引力和残余回
正力矩。这些特性是车辆轮胎的重要决定因素（
见
2.1.2
节）。它们描述轮稳态胎
在自由滚动状态下的牵引作用。
The test method described in this
document is suitable for comparative evaluation of
tires for research and development
purposes. The method is also suitable for modeling
when followed carefully.
本文件
中描述的试验方法适用于轮胎研究和开发中的对比评价。
本实验方法也适
用于工艺质量控制和车辆动态建模。
2.
References
参考
2.1
Applicable Publications
—
The
following publications form a part of this
specification to the extent specified
herein. The latest issue of SAE
publications shall apply.
2.1.1 SAE
PUBLICATION
—
Available from
SAE, 400 Commonwealth Drive,
Warrendale, PA 15096-0001.
SAE J670e
—
Vehicle
Dynamics Terminology
2.1.2 TIRE SCIENCE
AND TECHNOLOGY
—
Available
from The Tire Society, P.O.
Box 1502,
Akron, OH 44309-1502
Tire/Vehicle Pull:
An Introduction Emphasizing Plysteer Effects, M.G.
Pottinger,
TSTCA, Vol 18, No 3, July-
September, 1990
3.
Definitions
—
The definitions
which follow are of special meaning in this
document
and may be worded somewhat
differently from those in SAE J670e for
instructional
reasons. Other
definitions which are used, including the tire
axis system, are found in
SAE J670e.
The symbology used in this document was chosen for
convenient use in
computer programming.
定义：
下列是这个文件中一些名词定义，
可能与
SAE J670e
有一些语句上的出入。
使用其他定义包括
SAE J670e
中规定的轮
胎坐标系。在本文档中选定的符号方便
在计算机编程中被使用。
3.1 Aligning Moment
Characteristics
回正力矩特性
3.1.1
AL0
—
Aligning
Moment
at
Zero
Slip
Angle
for
the
Straight
Free
Rolling
Tire
Operating in Left Rotation.
AL0-
：轮胎左旋转时，直行自由滚动轮胎在侧偏角为零的情况下的回正力矩。
3.1.2
AP
—
Plysteer Aligning Moment
is an Aligning Moment for the Straight
Free
Rolling Tire. It is the average of
the Aligning Moments at Zero Slip Angle in Left
and
Right Rotations. It does not change
direction with respect to the Tire Axis System
when the Tire Direction of Rotation is
reversed.
AP
：
Plys
teer
引起的回正力矩是一个直行自由滚动轮胎的回正力矩。它是在侧偏
角为零时，
顺时针和左旋转地轮胎的回正力矩的平均值。
它在轮胎坐标系中的方
向不会因轮胎旋转方向的改变而改变。
3.1.3
AR0
—
Aligning Moment at Zero
Slip Angle
for the Straight Free
Rolling Tire
Operating in Right
Rotation.
AR0
：
轮胎顺
时针转动时，
直行自由滚动轮胎在侧偏角为零的情况下的回正力矩。
3.1.4
AS
—
Aligning Stiffness
is the average of the Aligning
Stiffnesses of the Free
Rolling Tire in
Left and Right Rotations.
AS
：直行自由滚动轮胎在右旋转和左旋转的情况下的平均回正刚度。
3.1.5
ASL
—
Aligning Stiffness in
Left Rotation
is the first derivative
of the Aligning
Moment of the Free
Rolling Tire with respect to Slip Angle determined
at Zero Slip
Angle, Zero Inclination
Angle, and Zero Path Curvature with the Tire
rotating in Left
Rotation.
A
SL
：
自由滚动的轮胎在左旋转时，
直
行自由滚动轮胎在侧偏角为零时的回正力
矩的一阶导数。关于轮胎左旋转时，侧倾角为零
，轨迹曲率为零。
3.1.6
ASR
—
Aligning Stiffness in
Right Rotation
is the first derivative
of the Aligning
Moment of the Free
Rolling Tire with respect to Slip Angle determined
at Zero Slip
Angle, Zero Inclination
Angle, and Zero Path Curvature with the Tire
rotating in
Right Rotation.
ASR
：
自由滚动轮胎在右旋转时，
直
行自由滚动轮胎在侧偏角为零时的回正力矩
的一阶导数。轮胎右旋转时，侧倾角为零，轨
迹曲率为零。
3.1.7
CRAT
—
Conicity Residual
Aligning Moment (Torque)
is the
Residual Aligning
Moment Component in
Right Rotation which separates the tire's Residual
Aligning
Moment from that due to
Plysteer alone. CRAT changes sign with respect to
the Tire
Axis System when the direction
of Tire Rotation is reversed.
CRAT
：锥度引起的残余回正力矩（扭矩）是右旋转轮胎的除去
Plysteer
引起的残
余回正力矩后的残余回正力矩。
3.1.8
PRAT
—
Plysteer Residual
Aligning Moment (Torque)
is the
Aligning Moment
of a tire without
Conicity existing when the Lateral Force of a tire
without Conicity is
zero. PRAT does not
change sign with respect to the Tire Axis System
when the
direction of Tire Rotation is
reversed. The Aligning Moment curve of a tire
without
Conicity is obtained by
averaging the Left and Right Rotation curves for
Aligning
Moment.
PRAT
：
Plysteer
引起的残余回正力矩
（扭矩）
是当轮胎的侧向力除去锥度后为零，
此时除
去锥度影响的轮胎回正力矩。当轮胎旋转方向改变时，
PRAT
在轮胎坐标
系中不会改变它的正负性。
3.1.9
RATL
—
Residual Aligning
Moment (Torque) in Left Rotation
is the
Aligning
Moment of the tire operating
in Left Rotation which exists when the tire's Left
Rotation Lateral Force is zero.
PRAL
：左旋转轮胎残余回正力矩（扭矩）是当左旋转轮胎的侧向力为零时的
轮
胎回正力矩。
3.1.10
RATR
—
Residual Aligning
Moment (Torque) in Right Rotation
is
the Aligning
Moment of the tire
operating in Right Rotation which exists when the
tire's Right
Rotation Lateral Force is
zero.
PATR
：右旋转轮胎残余回正力矩（扭矩）是当
右旋转轮胎的侧向力为零时的轮
胎回正力矩。
3.2 Lateral Force Characteristics
侧向力特性
3.2.1
CLF
—
Conicity Lateral Force
is the Lateral Force at Zero Slip Angle
in Right
Rotation minus the Plysteer
Lateral Force. Conicity Lateral Force changes
direction
with respect to the Tire Axis
System, but not the Tire Face, due to a change in
Tire
Direction of Rotation.
CLF
：
锥度引起的侧向力是右旋转轮胎在侧偏角为零时的侧向
力减去
Plysteer
引起
的侧向力
。
由于改变轮胎旋转方向，
锥度引起的侧向力将改变它在轮胎坐
标系中
方向。
3.2.2
CS
—
Cornering Stiffness
is the average of the Cornering
Stiffnesses of the tire in
Left and
Right Rotations.
CS
：侧偏刚度是轮胎在
顺时针和左旋转时的侧偏刚度平均值。
3.2.3
CSL
—
Cornering Stiffness in
Left Rotation
is the absolute value of
the first
derivative of the Lateral
Force with respect to Slip Angle determined at
Zero Slip
Angle, Zero Inclination
Angle, and Zero Path Curvature with the Tire
rotating in Left
Rotation.
C
SL
：
侧偏角为零时，
左旋转轮胎侧向
力绝对值的一阶导数。
轮胎妮时针旋转时，
侧倾角为零，轨迹曲
率为零。
3.2.4
CSR
—
Cornering Stiffness in
Right Rotation
is the absolute value of
the first
derivative of the Lateral
Force with respect to Slip Angle determined at
zero Slip
Angle, Zero Inclination
Angle, and Zero Path Curvature with the Tire in
Right
Rotation.
CSR
：
CSL
：侧偏角为零时，右旋转轮胎侧向力绝对值的一阶
导数。轮胎右旋转
时，侧倾角为零，轨迹曲率为零。
3.2.5
LL0
—
Lateral Force at Zero
Slip Angle
for the Straight Free
Rolling Tire
Operation in Left
Rotation.
LL0
：在侧偏角为零时，直行自由滚空
轮胎在左旋转时的侧向力。
3.2.6
LR0
—
Lateral
Force
at
Zero
Slip
Angle
for
the
Straight
Free
Rolling
Tire
Operating in Right Rotation.
LR0
：在侧偏角为零时，直行自由滚空轮胎在右旋转时的侧向力。
< br>
3.2.7
PLF
—
Plysteer Lateral Force
is the Lateral Force for the Straight
Free Rolling
Tire which is the average
of the Lateral Forces at Zero Slip Angle, Zero
Inclination
Angle, and Zero Path
Curvature in Left and Right Rotations. It changes
direction with
respect to the Tire
Face, but not the Tire Axis System, when the
direction of Tire
Rotation is reversed.
The Lateral Force curve of
the tire without Conicity is obtained by averaging
the Left
and Right Rotation curves for
Lateral Force.
PLF
：
Plysteer
引起的侧向力是侧偏角为零时，
直行自由
滚空轮胎所受的平均侧向
力。
轮胎顺时针和左旋转时，
侧倾角为零，
轨迹曲率为零。
当轮胎旋转方向颠
倒，
这改变了轮胎下模朝向发生转变，但是轮胎坐标系中受力方向不发生变化。
轮胎的侧向力曲线除去锥度影响，
获得轮胎顺
时针和左旋转时的侧向力曲线的平
均值。
3.2.8
PRLF
—
Plysteer Residual
Lateral Force
is the Lateral Force of a
tire without
Conicity existing when the
Aligning Moment of a tire without Conicity is
zero.
PRLF
：
Plyste
er
引起的残余侧向力是当轮胎回正力矩除去锥度影响后为零时，轮
胎除去锥度影响后的侧向力。
3.3 Rotation
Sense
旋转功能
3.3.1
LR
—
Left Rotation
is operation of the Tire in
counterclockwise rotation when
the Tire
Face is being viewed. A normally mounted tire on
the left side of a vehicle
moving
forward operates in Left Rotation.
LR
：左旋转是当轮胎正面向外，轮胎逆时针方向旋转。向前行驶的车辆，在左
< br>侧正常安装的轮胎进行左旋转运行。
3.3.2
PR
—
Right Rotation
is operation of the Tire in clockwise
rotation when the Tire
Face is being
viewed. A normally mounted tire on the right side
of a vehicle moving
forward operates in
Right Rotation.
PR
：右旋转是当轮胎正面
向外，轮胎顺时针方向旋转。向前行驶的车辆，在右
侧正常安装的轮胎进行右旋转运行。
3.3.3
TF
—
Tire Face
is
the outwardly directed side of a tire mounted on a
vehicle in
accordance with the vehicle
or tire manufacturer's specification or general
practice. In
the case of directional
tires, the side facing outward on the right side
of the vehicle
with the tire operating
in the proper sense of rotation is taken as the
Tire Face.
TF
：轮胎正面是按照车辆或轮胎制造
商的规定或一般做法安装在车辆上的轮胎
向外的一侧。
如果是方
向性花纹轮胎，
车辆右侧以正常方式旋转的轮胎外侧是轮
胎正面
。
3.4 Table
1
—
Symbols
TABLE 1
—
SYMBOLS
SAE J1988
AL0
Defined Term
Aligning Moment
at zero Slip Angle in Left Rotation
轮胎左旋转，在侧偏角为零时的回正力矩
AP
Plysteer
Aligning Moment
Plysteer
引起的回正力矩
AR0
Aligning
Moment at zero Slip Angle in Right Rotation
轮胎右旋转，在侧偏角为零时的回正力矩
AS
Aligning Stiffness
回正刚度
ASL
Aligning Stiffness in Left Rotation
轮胎左旋转时的回正刚度
ASR
Aligning Stiffness in
Right Rotation
轮胎右旋转时的回正刚度
CLF
Conicity Lateral Force
锥度引起的侧向力
CRAT
Conicity Residual Aligning Moment
锥度引起的残留回正力矩
CS
Cornering Stiffness
侧偏刚度
CSL
Cornering Stiffness in Left Rotation
轮胎左旋转时的侧偏刚度
CSR
Cornering Stiffness in Right Rotation
轮胎右旋转时的侧偏刚度
Fx
Longitudinal Force
纵向力
Fy
Lateral Force
侧向力
Fz
Normal Force
径向力
IA
(
?
)
Inclination Angle
侧倾角
LL0
Lateral Force at zero Slip Angle in
Left Rotation
轮胎左旋转，在侧偏角为零时的侧向力
LR
Left Rotation
左旋转
LR0
Lateral Force
at zero Slip Angle in Right Rotation
轮胎右旋转，在侧偏角为零时的侧向力
Mx
Overturning Moment
翻转力矩
Mz
Aligning Moment
回正力矩
PLF
Plysteer Lateral Force
Plysteer
引起的侧向力
PRAT
Plysteer Residual
Aligning Moment
Plysteer
引起的残余回正力矩
PRLF
Plysteer Residual
Lateral Force
Plysteer
引起的残余侧向力
RI
Loaded Radius
负荷半径
RATL
Residual Aligning Moment in Left
Rotation
左旋转轮胎的残余回正力矩
RATR
Residual Aligning Moment in
Right Rotation
右旋转轮胎的残余回正力矩
RR
Right Rotation
右旋转
SA
(
?
)
Slip Angle
侧偏角
TF
Tire Face
轮胎正面
4.
Apparatus
设备
4.1
Description of Test
Equipment
—
The laboratory
flat surface tire force and
moment
machine consists of three basic components: a belt
type flat surface simulated
roadway
with drive mechanism, a loading and positioning
system, and a measuring
system.
试验设备的组成：试验室轮胎试验机应由
3
个部分组成
：带有传动装置的平带式
模拟道路，加载和定位系统，测量系统。
4.1.1 SIMULATED
ROADWAY
—
The simulated
roadway shall be a continuous flat
surface, coated with a stable
nonpolishing material. The roadway shall be
maintained
free of loose material or
deposit. The roadway shall be wide enough to
support the
entire tire footprint.
模拟路面：
模拟路面是一个连续平表面，
其上覆
盖一层稳定的耐磨的材料。
路面
应当进行维护，
不会出现松散的材料和沉淀物。
路面的支撑区域应有足够的宽度
来支撑全部的接地印痕。
4.1.1.1
The supporting structure shall be rigid
enough to insure that specifications can
be met.
支撑结构应当足够坚硬来保证满足规范的要求。
4.1.1.2
The surface shall be
periodically checked for friction characteristics
and
flatness.
这个表面应对其摩擦特性和平整度进行周期性检查。
4.1.1.3
The bearing
supporting the simulated roadway shall be
maintained at 24
?
C ±
2.5
?
C and flat
to less than
0.5 mm.
支撑模拟路面的
静压水轴承应保持在
24
℃
±2.5<
/p>
℃（
75°
℉
±
5
℉）
。。的静压水轴承
板磨损量小于
0.5mm
。
4.1.1.4
The drive system
shall be capable of operating the roadway at the
speed
specified by the test engineer
with an accuracy of
?
1
km/h.
驱动系统应能够在试验工程师自定的路面运行速度
下，
保证速度精度为?
1
km/h
。
4.1.2 LOADING AND
POSITIONING SYSTEM
—
A fixture
is provided to load and
position the
tire with respect to the surface of the simulated
roadway at the Normal
Force,
Inclination Angle, and Slip Angle specified by the
test engineer. It is important
that
angle positioning be consistent and free of bias.
Results from machines which
provide
consistent data can be correlated. In a practical
sense, it is not feasible to
obtain the
precise same data from two different test
machines.
加载和定位系统：
一个夹具是被用来提供关于径向力下的模拟路面的表面的轮胎
加载和定位。
侧倾角和侧偏角由试验工程师自行定义。
重要的是角度定位必须一
致和无偏差。
由设备产生的稳定的数据可能是有相互关系的。
实际上，
不可能在
两部不同的测试设备上获得精
确的相同数据。
NOTE
—
Every test
machine and all wheels DEFLECT by a small amount
under load,
therefore, the operating
Inclination and Slip Angles
existing during testing do not
precisely equal the angles set by the
load and positioning system. It is the
responsibility of the test engineer to
be aware of and account for system flexibility
induced effects.
注：
在负荷下，
每一台试验设备和所有的车轮存在一个少量的偏转。
因此在试验
期间，
加载和定位系统的设定角度与实际执行的
侧倾角和侧偏角部完全相等。
他
是试验工程师的职责知道和解决
系统的柔性感应影响。
4.1.2.1
The loading mechanism shall have the
ability to set the Normal Force on the
tire to the commanded Normal Force with
an accuracy equivalent to that specified for
the Normal Force Load Cell throughout
the range of the Normal Force Load Cell.
加载机构应有能力在径向传感器的规定量程内加载径向力命令径向力用一定的
精度到
轮胎上。
4.1.2.2
The goal of the positioning system is
the ability to set the Inclination and Slip
Angles to the commanded values with a
target accuracy equivalent to the
recommended accuracy specified for the
Inclination and Slip Angle measurements in
Table 2 over the range from
?
1 degree.
定位系统的目标是有设置侧倾角和侧偏角的能力
,
TABLE
2
—
RECOMMENDED MINIMUM
MEASURING SYSTEM RANGES
AND ACCURACIES
Channel
Fx, Longitudinal
Force
纵向力
Fy,
Lateral Force
侧向力
Fz, Normal Force
径向力
Mx,
Overturning Moment
10 kNm
反转力矩
Mz, Aligning
Moment
回正力矩
IA, Inclination Angle
侧倾角
RI, Loaded Radius
0
–
1 degree
1
–
10 degrees
200
–
450 mm
<
?
0.01
degree
<
?
0.05 degree
<
?
1.0
mm
1 kNm
<
?
1%
<
?
1%
25
kN
<
?
1%
15
kN
<
?
1%
Range Absolute Value
1
kN
Absolute Value Accuracy
<
?
1%
荷载半径
SA, Slip
Angle
侧偏角
0
–
1 degree
1
–
15 degrees
<
?
0.01
degree
<
?
0.05 degree
NOTE:
Force and Moment
channel accuracies are stated as a percent of full
scale.
Angle measurement accuracies are
noted in angle units and Loaded Radius
measurements in millimeters. Required
machine modifications and process
controls are the responsibility of the
test engineer and are not covered in this
document.
注：
力和力矩精度是规定的满量程百分
比。角度测量精度以度为单位，荷载半
径的测量以毫米为单位。
必要地设备修正和过程控制是试验工程师的责任，
其不涵盖这个文件中。
4.1.2.3
The
system shall accept the rim diameter and width
required by the user.
系统应仍可用户需要的轮辋直径和宽度。
4.1.3 MEASURING
SYSTEM
—
The measuring system
shall minimally measure the
following
variable according to the accuracies noted in
Table 2. The ranges quoted for
the
measurement channels are minimum required ranges
and are not to be taken as
design
limits for equipment. Further, the accuracies
quoted are for single samples of a
measurement channel and do not
represent the ultimate accuracy of the results
which
are determined by the amount of
sampling (averaging) chosen by the test engineer
as
a compromise of test time and
precision. All reported data are to be matrix
corrected
for interactions.
测量系统：测量系统最小量程精度查看表
2
。这个量程提供测量
通道最小必须的
测量范围和设备设计极限。
此外，
精度引用了一个测量通道的单一采样数据，
不
能代表
最终的采样数量（平均）精度，试验工程师选择折中的时间和精度。所有
报告相互作用也
应当通过矩阵方法修正。
5.
Test
—
The test procedure can
be divided into three parts: tire preparation,
tire
selection, and test procedure.
试验—试验程序分成
3
个部分：轮胎准备、轮
胎选择、试验程序。
5.1 Tire
Selection
—
The principal
concern is that the tire be warmed up to
equilibrium operating temperature at
the inflation pressure prior to the test. It is
the
duty of the test engineer to insure
that equilibrium thermal conditions have been
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