83.160.10 - Road vehicle tyres
ICS 83.160.10 Details
Road vehicle tyres
Reifen fur Stra?enfahrzeuge
Pneumatiques pour véhicules routiers
Pnevmatike za cestna vozila
General Information
Frequently Asked Questions
ICS 83.160.10 is a classification code in the International Classification for Standards (ICS) system. It covers "Road vehicle tyres". The ICS is a hierarchical classification system used to organize international, regional, and national standards, facilitating the search and identification of standards across different fields.
There are 214 standards classified under ICS 83.160.10 (Road vehicle tyres). These standards are published by international and regional standardization bodies including ISO, IEC, CEN, CENELEC, and ETSI.
The International Classification for Standards (ICS) is a hierarchical classification system maintained by ISO to organize standards and related documents. It uses a three-level structure with field (2 digits), group (3 digits), and sub-group (2 digits) codes. The ICS helps users find standards by subject area and enables statistical analysis of standards development activities.
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This document specifies the method for measuring the relative wet grip braking performance index to a reference under loaded conditions for new tyres for use on commercial vehicles on a wet-paved surface. NOTE The methods developed in this document are intended to reduce variability. A reference tyre is used to limit the variability of the testing method procedures. This document applies to all commercial vehicle, truck and bus tyres. This document does not apply to: - tyres fitted with additional devices to improve traction properties (e.g. studded tyres); - professional off-road tyres.
- Standard22 pagesEnglish languagesale 15% off
This document specifies laboratory test methods for verifying the capabilities of truck and bus tyres. Of the test methods presented, only some will be required, depending on the type of tyre to be tested. This document applies to all truck and bus tyres. The test methods presented in this document do not apply to the gradation of tyre performance or quality levels.
- Standard12 pagesEnglish languagesale 15% off
This document specifies test methods for verifying the capabilities of tyres for motorcycles. The test methods presented in this document are not applicable for gradation of tyre performance or quality levels. This document is applicable to all motorcycle tyres.
- Standard11 pagesEnglish languagesale 15% off
This document specifies the preparation of artificially worn tyres by tread rubber removal (e.g. cutter, buffing, grinding, etc.) for subsequent wet grip performance tests. This document applies to new passenger car tyres.
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This document specifies the designation, dimensions and load ratings of metric-series tyres primarily intended for passenger cars.
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SIGNIFICANCE AND USE
5.1 All X-ray systems are subject to changing efficiencies, so a practice for checking the overall operation is needed. This practice will assure the operator of an optimized image when ambient conditions are controlled and the X-ray high voltage generator is adjusted as prescribed.
5.2 The densities of some tire cord materials are very close to that of the rubber matrix in which they are enclosed, so the resolving capability of an X-ray system is critical to the detection of abnormalities. The rubber-cord pie disk provides a means for optimizing the resolving power in a particular apparatus and for comparing its performance over any period of time.
5.3 The rubber-cord pie disk can be used to compare the performances of X-ray systems in different laboratories. It can also be used in special cases to optimize system performance for a particular sector or cord-type, as may be required for examining a specific tire.
SCOPE
1.1 This practice describes the construction and use of a rubber-cord pie-shaped standard disk for demonstrating the discernment capability of an X-ray imaging system.
1.2 This practice is applicable to direct viewing (fluoroscopic) X-ray imaging systems and film, plate or paper (radiographic) X-ray imaging systems that are used for checking the construction consistency of pneumatic tires.
1.3 The values stated in SI units are to be regarded as the standard.
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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ABSTRACT
This specification contains the general requirements for the 245/7OR19.5 136/134M radial truck standard reference test. Provided in this specification is a 19.5 rim diameter code standard truck design and construction, standard dimensions, and standard conditions of storage. A reference tire is covered in this specification for braking traction, snow traction, wear evaluations pavement roughness, noise and other forms of test requiring a reference tire. Test methods of the tensile sheet cure, the 300% stress elongation, and tensile sheet strength should be in accordance to the specified testing requirements presented in D3182, and D412. The testing procedure also includes using of Type A durometer centred at the presser foot at a minimum of 6.0 mm, chaking the durometer operation and the state of durometer calibration with rubber reference, determining tire tread hardness by four readings and quickly applying the presser foot to the tire tread without inducing shock.
SCOPE
1.1 This specification covers the general requirements for the 245/70R19.5 136/134M radial truck standard reference test tire. The tire covered by this specification is primarily for use as a reference tire for braking traction, snow traction, and wear performance evaluations, but may also be used for other evaluations, such as pavement roughness, noise, or other tests that require a reference tire.
1.1.1 Other standard reference test tires are also used for these purposes and are referenced in Section 2.
1.2 This specification provides a 19.5 rim diameter code standard truck tire design and construction, standard dimensions, and specifies the conditions of storage.
1.3 The values stated in SI units are to be regarded as standard. The values given in parentheses are mathematical conversions to inch-pound units that are provided for information only and are not considered standard.
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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ABSTRACT
This specification covers the general requirements for the 315/70R22.5 154/150L radial truck standard reference tire. Provided in this specification is a 22.5 rim diameter code standard truck tire design and construction, standard dimensions and standard condition of storage. This specified tire is primarily used as a reference tire for braking traction, snow traction, wear performance evaluations, pavement and noise evaluations and other tests that necessitate a reference tire. Testing methods for the tensile sheet cure, the stress at 300% elongation, the tensile strength shall be in accordance with the standards presented by D3182 and D412 respectively. The test methods also include checking of the durometer operation, checking the sate calibration of the durometer, determining the tire tread hardness by averaging four readings and applying the presser foot to the tire tread as rapidly as possible without shock.
SCOPE
1.1 This specification covers the general requirements for the 315/70R22.5 154/150L radial truck standard reference test tire. The tire covered by this specification is primarily for use as a reference tire for braking traction, snow traction, and wear performance evaluations, but may also be used for other evaluations, such as pavement roughness, noise, or other tests that require a reference tire.
1.1.1 Other standard reference test tires are also used for these purposes and are referenced in Section 2.
1.2 This specification provides a 22.5 rim diameter code standard truck tire design and construction, standard dimensions, and specifies the conditions of storage.
1.3 The values stated in SI units are to be regarded as standard. The values given in parentheses are mathematical conversions to inch-pound units that are provided for information only and are not considered standard.
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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- Technical specification5 pagesEnglish languagesale 15% off
This document specifies the designations and dimensions for the following pneumatic bicycle tyres: - clincher tyres mounted on straight side or crotchet type rims; - tubeless tyres; - tubeless-ready tyres; - tube-type tyres; - “beaded edge” tyres mounted on hooked bead rims. This document does not apply to tubular sew-up tyres and non-pneumatic tyres.
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SIGNIFICANCE AND USE
5.1 The tread of a tire, the annular band that contacts the pavement, normally contains geometric tread pattern elements that are defined by grooves or voids. These are employed to confer appropriate traction properties to the tire, mainly on wet or snow-covered roads.
5.2 One characteristic feature of tire tread patterns that is important for both traction and tire wear behavior is the percent or “fractional” groove area. The groove-area fraction is calculated with respect to the total or gross contact area.
SCOPE
1.1 This practice covers a technique for measuring the groove or void area of a tire tread pattern. The void area is measured on the inked impression of a tire tread statically loaded against heavyweight paper on a load platen.
1.2 This procedure is intended to serve as a reference practice for measuring groove or tread pattern void areas in a tire-footprint impression. This technique is usable by any laboratory without special equipment although more sophisticated procedures are also commonly employed, such as optical or video camera processes.
1.3 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only.
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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- Standard5 pagesEnglish languagesale 15% off
SIGNIFICANCE AND USE
4.1 Test Methods D1149 and D1171 can be used to evaluate different aspects of fatigue and weather cracking resistance of sidewall component materials in the form of test specimens. The present method applies to complete tires that are subjected to actual weather exposure conditions. The present method is satisfactory for research and development purposes but is not applicable to regulatory statutes or purchase specifications until standard classifications of state of cracking, similar to those in Test Method D1171, can be established.
SCOPE
1.1 This test method covers procedures for evaluating passenger car tires for sidewall component integrity and cracking resistance, using an outdoor roadwheel.
1.2 This test method evaluates the resistance of tire sidewalls to dynamic weathering, atmospheric ozone cracking, fatigue cracking, or openings of splices within, or of junctures between, sidewall components and cracking at molded sidewall elements.
1.3 This test method is useful for evaluating tire black sidewalls, white, or other colored, sidewalls, and coverstrips.
1.4 This test method is limited to comparative performance testing between a “control” sidewall component or assembly and one or more experimental alternatives that are built onto the same tire (“multisection”) or onto tires that are identical in all respects other than the sidewall variation.
1.5 This test method is not applicable to evaluation of sidewall resistance to abrasion, as may be experienced in severe cornering or curb scuffing.
1.6 The values stated in SI units are to be regarded as the standard.
1.7 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. For specific precaution statements, see 5.2.
1.8 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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SIGNIFICANCE AND USE
4.1 Static measurements of tires are important to tire manufacturers, processing engineers, and vehicle design engineers for purposes of commerce (in consumer/vendor agreements) and in tire research and development.
4.2 The procedures are sufficiently detailed to achieve commercially acceptable reproducibility among laboratories and may therefore be used for specification, compliance, or reference purposes.
4.3 Changes attributable to growth after inflation may be obtained by comparing measurements made immediately after inflation with those made 18 to 24 h later.
SCOPE
1.1 This test method covers methods for performing certain mechanical static measurements on tires. The term “static” implies that the tire is not rotating while measurements are being made.
1.2 The values stated in SI units are to be regarded as standard. The values given in parentheses are for information only.
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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This document specifies methods for measuring tyre-to-road sound emissions from tyres fitted on rig that applies the tyre on a rotating drum under coast-by conditions (i.e. when the tyre is in free‑rolling, non‑powered operation). The specifications are intended to achieve a correlation between results of testing the exterior noise of tyres in a semi anechoic chamber and outdoor testing as described in ISO 13325. This document is applicable to passenger cars and light commercial vehicles tyres as defined in 3.1. It is not intended to be used to determine the sound contribution of tyres applying a torque, nor for the determination of traffic sound nuisance at a given location.
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This document specifies test methods for verifying the capabilities of tyres for motorcycles. Of the test methods presented, only some can be required depending on the type of tyre to be tested. The tests are carried out in the laboratory under controlled conditions. This document includes a strength test for assessing the capability of the tyre structure, with respect to breaking energy. A second test, the endurance test, assesses the resistance of the tyre with respect to service at full load and moderate speed over long distances. The third test, the high-speed test, assesses the capability of the tyre as related to service at the maximum speed capability of the tyre. The centrifugal growth test assesses the maximum growth of the tyre under the influence of centrifugal forces at the maximum speed capability of the tyre. The test methods presented in this document are not intended for gradation of tyre performance or quality levels. This document is applicable to all motorcycle tyres.
- Standard11 pagesEnglish languagesale 15% off
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- Standard12 pagesFrench languagesale 15% off
This document specifies the method for measuring relative wet grip braking performance index to a reference under loaded conditions for new tyres for use on commercial vehicles on a wet-paved surface. The methods developed in this document are meant to reduce the variability. The use of a reference tyre is necessary to limit the variability of the testing method procedures. This document applies to all commercial vehicle, truck and bus tyres. This document does not apply to: - tyres fitted with additional devices to improve traction properties (e.g. studded tyres); - professional off-road tyres.
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- Standard23 pagesFrench languagesale 15% off
This Standard specifies the safety requisites requirements and their verification for the design and building of machines (see the definition in point 3.2) for mounting and demounting tyres on the vehicles listed below and identified according to the international categories M1, M2, N1, O1, O2, L4 and L5:
a) cars
b) buses
c) lorries
d) motor-vehicles for specific or special transport
e) mobile homes
f) cargo trailers
g) car trailers
h) motorised quadricycles
i) motor vehicles
j) mopeds
k) agricultural machines (if the wheel/tyre dimensions are compatible with the maximum dimensions indicated in the tyre changer user instructions)
The vehicles listed in points a) to f) must have an overall full-load mass no greater than 3.5 t.
These machines are designed to ensure the tyre is correctly fitted on the wheel in safe conditions. The standard describes how to eliminate or reduce the risks resulting from the foreseen use (or improper but reasonably foreseeable use) of these machines by the operator during normal operation and service. In addition, it specifies the type of information that the manufacturer must supply with regards to safe working procedures.
The Standard describes all the significant hazards (as listed in Table 1) and the danger situations and events relating to these machines.
This Standard does not apply to hazards regarding maintenance or repairs carried out by professional maintenance personnel.
- Standard50 pagesEnglish languagee-Library read for1 day
- Standard50 pagesEnglish languagee-Library read for1 day
This document specifies the method for measuring the relative ice grip performance index of a candidate tyre compared with a reference tyre under loaded conditions for new tyres intended to be used for passenger cars on surfaces made of ice. This document applies to all passenger car tyres, except for T-type temporary-spare tyres.
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SIGNIFICANCE AND USE
5.1 Tires having reduced groove depth are required in some tire tests to determine changes in performance as a tire wears in service. This guide describes the preparation of artificially worn tires. This guide is not meant to replace the development of worn tires through over-the-road travel when naturally worn tires are required. Further refinements of these techniques may be made with increased field experience.
5.2 The amount of tread rubber to be removed (groove depth reduction) and the final surface texture are selected according to the requirements of a particular testing program.
5.3 The type of test program determines the actual tolerance necessary on the final groove depth. For example, snow traction will require very close control of the final groove depth while vehicle handling tests can accommodate a wider tolerance on the final groove depth.
SCOPE
1.1 This guide outlines the preparation of artificially worn tires by tread rubber removal (cutting or grinding, or both) for subsequent performance testing. The purpose is to permit the preparation of test tires with a uniformly reduced tread groove depth and tread geometry that will yield repeatable test results while avoiding the time-consuming and costly over-the-road natural wearing of tires.
1.2 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only.
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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- Guide4 pagesEnglish languagesale 15% off
SIGNIFICANCE AND USE
5.1 The measured values are traction properties of tires obtained with the towed trailer described here on a given road surface, under given environmental conditions (ambient and road surface temperature, humidity, wind speed and direction, purity and film depth of water used to wet the road surface). They are carried out in accordance with the stated test procedures and reflect the performance of the total tire-vehicle environmental system. A change in any of these factors may change the measurements on a subsequent run of the test.
5.2 These test methods are suitable for research and development purposes, where tires are compared during a single series of tests. They may not be suitable for regulatory statutes or specification acceptance, because the values obtained may not necessarily agree or correlate either in rank order or absolute traction performance level with those obtained on other road surfaces (or the same surface after additional wear), under other environmental conditions, or other towed trailers, or other test devices, or with results obtained with other test procedures.
SCOPE
1.1 This test method covers the measurement of braking traction of tires designed for passenger cars or light trucks. Such braking traction measurements are applicable to conditions wherein the vehicle is traveling straight ahead on a wet, paved surface.
1.2 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only.
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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- Standard6 pagesEnglish languagesale 15% off
SIGNIFICANCE AND USE
5.1 These test methods describe techniques for assessing the performance characteristics of tires in a winter environment on snow and ice surfaces in a standardized manner. When only snow is referred to hereafter, it should be understood that ice is implied as appropriate.
5.2 A series of maneuvers are conducted to characterize several aspects of the tire performance in snow, since a single maneuver is not sufficient to characterize all aspects of a tire's performance.
SCOPE
1.1 These test methods cover the evaluation of tire performance on snow and ice surfaces utilizing passenger car or light truck vehicles. Since the tires are evaluated as part of a tire/vehicle system, the conclusions reached may not be applicable to the same tires tested on a different vehicle.
1.2 These test methods do not purport to identify every maneuver useful for determining tire performance in a winter environment.
1.3 These test methods are not meant to evaluate vehicle performance. Allowing for the variability of test results with different vehicles, these procedures have been developed and selected to evaluate relative tire-snow performance.
1.4 These test methods are suitable for research and development purposes, where tires are compared during a single series of tests. They may not be suitable for regulatory statutes or specification acceptance because the values obtained may not necessarily agree or correlate either in rank order or absolute traction performance level with those obtained under other environmental conditions on other surfaces or the same surface after additional use.
1.5 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only.
1.6 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.7 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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- Standard10 pagesEnglish languagesale 15% off
SIGNIFICANCE AND USE
5.1 This test method establishes a standard procedure of test and provides data that can be related to tire strength, but does not measure tire performance or establish specification or tolerances.
SCOPE
1.1 This test method covers the determination of tire plunger energy required to completely penetrate the tread area of an inflated tire as indicated by a rupture, loss of inflation pressure, sudden drop in plunger force or bottom-out. The test requires utilization of a laboratory testing machine capable of slowly penetrating the tread surface of a tire with a plunger having a hemispherical end.
1.2 This test method is applicable to pneumatic tires for vehicles normally used on the road.
1.3 The values stated in SI units are to be regarded as the standard. The values given in parentheses are provided for information only.
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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- Standard4 pagesEnglish languagesale 15% off
SIGNIFICANCE AND USE
4.1 This test method establishes a standard procedure of comparative testing, for tire durability and treadwear, for the use of approving tires under the Administrator's Cooperative Approved Tire List (CATL) (2).
SCOPE
1.1 This test method covers comparative tire durability and treadwear. This test method covers commercially available, over the highway pneumatic tires, new and retreaded, both tube type and tubeless, for use on conventional passenger cars, station wagons, pursuit and emergency high speed and pursuit passenger vehicles, light trucks, medium to heavy truck, trailers, buses, and similar vehicles normally operated on public roads and highways. This test method also covers commercially available, special application light truck tires for operation on non-improved road surfaces.
1.2 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only.
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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- Standard7 pagesEnglish languagesale 15% off
SIGNIFICANCE AND USE
5.1 This test method establishes a standard procedure for the test and provides data that can be related to the force required to unseat the bead of a tire inflated with a specified pressure from the rim. This test method does not establish performance limits or tolerances for tire specifications.
SCOPE
1.1 This test method covers the static non-rolling laboratory method of determination of a tubeless tire’s resistance to bead unseating. The test requires the use of a standardized fixture and load machine. The test is conducted using a defined test pressure and method of determining the resultant force to unseat the tire from the rim.
1.2 This test method is applicable for all passenger, light truck, and temporary spare tires.
1.3 The values stated in SI units are to be regarded as standard. The values given in parentheses are for information only.
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
- Standard11 pagesEnglish languagesale 15% off
- Standard11 pagesEnglish languagesale 15% off
This document specifies test methods for verifying the capabilities of tyres for passenger cars. Of the test methods presented, it is possible that only some will be required depending on the construction of the tyre (diagonal, bias-belted, radial or T-type construction) to be tested. The tests are carried out in a laboratory under controlled conditions. This document includes endurance tests, a low-pressure performance test, high-speed tests and requirements for bead unseating and tyre strength. The test methods presented in this document are not intended for gradation of tyre performance or quality levels. This document applies to all passenger car tyres.
- Standard16 pagesEnglish languagesale 15% off
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This document specifies the method for measuring relative wet grip braking performance index to a reference under loaded conditions for new tyres for use on passenger cars on a wet-paved surface. The methods developed are meant to reduce variability. The use of a reference tyre is necessary to limit the variability of the testing procedures. This document applies to all passenger car tyres except for: - special-use tyres marked with "ET"; - T-type temporary spare tyres; - tyres fitted with additional devices to improve traction properties (e.g. studded tyres).
- Standard22 pagesEnglish languagesale 15% off
- Standard23 pagesFrench languagesale 15% off
This Standard specifies the safety requisites requirements and their verification for the design and building of machines (see the definition in point 3.2) for mounting and demounting tyres on the vehicles listed below and identified according to the international categories M1, M2, N1, O1, O2, L4 and L5:
a) cars
b) buses
c) lorries
d) motor-vehicles for specific or special transport
e) mobile homes
f) cargo trailers
g) car trailers
h) motorised quadricycles
i) motor vehicles
j) mopeds
k) agricultural machines (if the wheel/tyre dimensions are compatible with the maximum dimensions indicated in the tyre changer user instructions)
The vehicles listed in points a) to f) must have an overall full-load mass no greater than 3.5 t.
These machines are designed to ensure the tyre is correctly fitted on the wheel in safe conditions. The standard describes how to eliminate or reduce the risks resulting from the foreseen use (or improper but reasonably foreseeable use) of these machines by the operator during normal operation and service. In addition, it specifies the type of information that the manufacturer must supply with regards to safe working procedures.
The Standard describes all the significant hazards (as listed in Table 1) and the danger situations and events relating to these machines.
This Standard does not apply to hazards regarding maintenance or repairs carried out by professional maintenance personnel.
- Standard50 pagesEnglish languagee-Library read for1 day
- Standard50 pagesEnglish languagee-Library read for1 day
SIGNIFICANCE AND USE
5.1 The groove (void) depth affects the tire’s ability to develop tractive forces in various operating environments. Groove (void) depth also defines the state of wear of a tire and is used in the determination of the rate of wear.
SCOPE
1.1 This test method describes standard procedures for measuring the groove and void depth in passenger car tires.
1.2 Any mechanical, optical, or electronic device capable of measuring groove (void) depth can be used, but only the contact methodology is described here. Noncontact methodology is beyond the scope of this test method.
1.3 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only.
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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ABSTRACT
This practice covers the required correction procedures for examining sequential control tire data for any systematic or bias (not random) variation due to changing test conditions that may influence absolute and also comparative performance of candidate tires, as they are tested over any short or extended time period. The procedures provided here may be used for any repetitive tire traction testing in any environment (for example, dry, wet, snow, ice) where test conditions are subject to change. This practice does not address the issue of rejecting outlier data points or test values that might occur among a set of otherwise acceptable data values obtained under identical test conditions in a short time period. Method A uses the initial operational conditions defined by the first control traction test as a reference point. The calculations correct all traction test performance parameters (for example, traction coefficients) to the initial level or condition of the pavement or other testing conditions, or both. With this method, corrections may be made after only a few candidate and control sets have been evaluated. Method B uses essentially the midpoint of any evaluation program, with the grand average traction test value as a reference point. This grand average value is obtained with higher precision than the initial control traction test average of Method A because it contains more values. However, Method B corrections cannot be made until the grand average value is established, which is normally at the end of any program.
SCOPE
1.1 This practice covers the required procedures for examining sequential control tire data for any variation due to changing test conditions. Such variations may influence absolute and also comparative performance of candidate tires, as they are tested over any short or extended time period. The variations addressed in this practice are systematic or bias variations and not random variations. See Appendix X1 for additional details.
1.1.1 Two types of variation may occur: time or test sequence “trend variations,” either linear or curvilinear, and the less common transient or abrupt shift variations. If any observed variations are declared to be statistically significant, the calculation procedures are given to correct for the influence of these variations. This approach is addressed in Method A.
1.2 In some testing programs, a policy is adopted to correct all candidate traction test data values without the application of a statistical routine to determine if a significant trend or shift is observed. This option is part of this practice and is addressed in Method B.
1.3 The issue of rejecting outlier data points or test values that might occur among a set of otherwise acceptable data values obtained under identical test conditions in a short time period is not part of this practice. Specific test method or other outlier rejection standards that address this issue may be used on the individual data sets prior to applying this practice and its procedures.
1.4 Although this practice applies to various types of tire traction testing (for example, dry, wet, snow, ice), the procedures as given in this practice may be used for any repetitive tire testing in an environment where test conditions are subject to change.
1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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This document provides specifications for safety, quality and performance requirements for supplementary grip devices, commonly called "SGDs", for type - approved tyres according to the current legislation, intended to be fitted on tyres on vehicles in categories M1, N1, O1, O2 and relevant sub-categories (off road vehicles).
The requirements contained in this document apply to all SGDs, regardless of the material/technology used to build it.
In case there are available standards for the specific technology of the device, they are intended to be used in conjunction with this document.
In case no standard is available for the specific technology, this document applies.
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SIGNIFICANCE AND USE
5.1 Braking traction is an important factor in vehicle control especially on wet pavements. These test methods permit an evaluation of tires for their relative or comparative performance on an ABS-equipped vehicle. See Annex A1 for background information for interpretation of results and meaningful evaluation of tire design features for their influence on wet traction performance.
5.2 Although stopping distance is important for vehicle control, the ability to steer the vehicle on a selected trajectory is equally or, in some instances, more important. The wet traction capability of tires influences both of these measured parameters since the tires are the link between the ABS and the pavement and provide the traction or tire adhesion level that permits the ABS to function as intended.
5.3 The absolute values of the parameters obtained with these test methods are highly dependent upon the characteristics of the vehicle, the design features of the ABS, the selected test pavement(s), and the environmental and test conditions (for example, ambient temperature, water depths, test speeds) at the test course. A change in any of these factors may change the absolute parameter values and may also change the relative rating of tires so tested.
5.4 These test methods are suitable for research and development purposes where tire sets are compared during a brief testing time period. They may not be suitable for regulatory or specification acceptance purposes because the values obtained may not necessarily agree or correlate, either in rank order or absolute value, with those obtained under other conditions (for example, different locations or different seasonal time periods on the same test course).
SCOPE
1.1 These test methods cover the measurement of two types of ABS vehicle behavior that reflect differences in tire wet traction performance when the vehicle is fitted with a series of different tire sets to be evaluated.
1.1.1 The stopping distance from some selected speed at which the brakes are applied.
1.1.2 The lack of control of the vehicle during the braking maneuver. Uncontrollability occurs when the vehicle does not follow the intended trajectory during the period of brake application despite a conscious effort on the part of a skilled driver to maintain trajectory control. Uncontrollability is measured by a series of parameters related to this deviation from the intended trajectory and the motions that the vehicle makes during the stopping maneuver.
1.1.3 Although anti-lock braking systems maintain wheel rotation and allow for a high degree of trajectory control, different sets of tires with variations in construction, tread pattern, and tread compound may influence the degree of trajectory control in addition to stopping distance. Thus vehicle uncontrollability is an important evaluation parameter for tire wet traction performance.
1.2 These test methods specify that the wet braking traction tests be conducted on two specially prepared test courses: (1) a straight-line (rectilinear) “split-µ” (µ = friction coefficient) test course, with two test lanes deployed along the test course (as traveled by the test vehicle); the two lanes have substantially different friction levels such that the left pair of wheels travels on one surface while the right pair of wheels travels on the other surface; and (2) a curved trajectory constant path radius course with uniform pavement for both wheel lanes.
1.3 As with all traction testing where vehicle uncontrollability is a likely outcome, sufficient precautions shall be taken to protect the driver, the vehicle, and the test site facilities from damage due to vehicle traction breakaway during testing. Standard precautions are roll-bars, secure mounting of all internal instrumentation, driver helmet, and secure seat belt harness, etc.
1.4 The values stated in SI units are to be regarded as the standard. The values given in parenthesis a...
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This document provides specifications for safety, quality and performance requirements for supplementary grip devices, commonly called "SGDs", for type - approved tyres according to the current legislation, intended to be fitted on tyres on vehicles in categories M1, N1, O1, O2 and relevant sub-categories (off road vehicles).
The requirements contained in this document apply to all SGDs, regardless of the material/technology used to build it.
In case there are available standards for the specific technology of the device, they are intended to be used in conjunction with this document.
In case no standard is available for the specific technology, this document applies.
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SIGNIFICANCE AND USE
5.1 The purpose of this practice is to standardize the meaning and derivation of some terms and indexes that are commonly used to characterize treadwear.
5.1.1 There is no intent to recommend either of the two treadwear performance indexes: distance per unit loss of tread depth or loss of tread depth per distance unit.
SCOPE
1.1 This practice describes the elementary linear regression analysis of basic treadwear data as obtained according to Test Method F421 and Test Method F762.
1.2 The basic treadwear data are obtained as groove depth loss measurements by procedures described in Test Method F421 after a series of test cycles (test distances under specified conditions) according to Test Method F762.
1.3 A linear regression analysis is performed for the relationship between average tire tread depth and the test distance traveled by the test vehicle, on which the test tires are mounted. From this analysis a rate of wear is determined: groove depth loss per unit distance.
1.4 Linear treadwear is defined as an essentially constant rate of wear, after break-in, which results in a linear regression coefficient of determination, R2, equal to or greater than 0.95 when obtained for a data set where the number of measurement intervals, n, is at least 3. Each measurement interval represents a specific test distance.
1.5 This practice is not applicable to the prediction of treadlife for tires that exhibit non-linear or irregular treadwear.
1.6 Evaluation parameters are given for both SI and inch-pound units; either may be used. The evaluation parameters as defined are ones typically used in the tire testing industry and no special claim is made for superiority of these parameters and terms over other terms and parameters that may be developed.
1.7 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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SIGNIFICANCE AND USE
5.1 This test method describes a technique for assessing the performance characteristics of tires in a winter environment on snow and ice surfaces. When snow is referred to hereafter, ice is implied as appropriate.
5.2 The measured values quantify the dynamic longitudinal traction properties of tires under driving torque. Dynamic traction properties are obtained on snow surfaces prepared in accordance with the stated test procedures and attempts to quantify the tires' performance when integrated into a vehicle-environmental system. Changing any one of these environmental factors will change the measurements obtained on a subsequent test run.
5.3 This test method addresses longitudinal driving traction properties only on snow and ice surfaces. Refer to Test Methods F1572 for test methods for braking and lateral traction properties on snow or ice, or both.
SCOPE
1.1 This test method covers a procedure for measuring the driving traction of passenger car and light truck tires while traveling in a straight line on snow- or ice-covered surfaces.
1.2 This test method utilizes a dedicated, instrumented, four-wheel rear-wheel drive test vehicle with a specially instrumented drive axle to measure fore-aft and vertical forces acting on a single driven test tire.
1.3 This test method is suitable for research and development purposes where tires are compared during a single series of tests. They may not be suitable for regulatory statutes or specification acceptance because the values obtained may not necessarily agree or correlate either in rank order or absolute traction performance level with those obtained under other environmental conditions on other surfaces or the same surface after additional use.
1.4 The values stated in SI units are to be regarded as the standard. Ordinarily, N and kN should be used as units of force. This standard may utilize kgf as a unit of force in order to accommodate the use of load and pressure tables, as found in other standards both domestic and global that are commonly used with this standard. The values given in parentheses are for information only.
1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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SIGNIFICANCE AND USE
5.1 The test data obtained with this test method may be used to compare the performance of various tires for the conditions under which they were tested.
5.2 This test method is suitable for a variety of quality assurance, research, and development purposes, when tires are to be compared during a single series of tests. The procedure described may not be suitable for regulatory statutes or specification acceptance because the values obtained may not agree, or correlate either in rank order or absolute tread wear performance level, with values obtained on other road surfaces, or on the same surface after additional wear, under other environmental conditions, on other test vehicles, or with results obtained by other test procedures.
SCOPE
1.1 This test method covers a procedure to be used to obtain data for determining the changes in tire tread depth over any specified course and test period.
1.2 The tire tread depth loss data obtained according to the procedures for this test method may be used to calculate tire tread wear by way of the procedures described in Practice F1016.
1.3 The values stated in either SI units or inch-pound units are to be regarded separately as standard. The values stated in each system may not be exact equivalents; therefore, each system shall be used independently of the other. Combining values from the two systems may result in non-conformance with the standard.
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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SIGNIFICANCE AND USE
3.1 This practice fulfills the need for a standardized system for identifying and describing the tread pattern features of tires that are characteristic of intermediate states of treadwear short of total wear out. This descriptive capability is especially important in testing programs devoted to the development of improved performance tires. It is also important in assessing and evaluating tires after periods of typical tire usage.
SCOPE
1.1 This practice provides the instructions and nomenclature to evaluate the wear features of the tread pattern on a tire for some intermediate state prior to wear out.
1.2 A tire may be characterized by certain worn tread pattern conditions that are collectively referred to as “irregular wear” features. Definitions for these features are given in a special logical and conceptual sequence. First, basic tread pattern definitions are given. Then, additional tread pattern definitions directly related to the basic tread pattern definitions are given. Understanding these secondary definitions requires the knowledge of the basic definitions.
1.3 Based on the terms of this developed system of tread pattern definitions or descriptions, a set of treadwear descriptions is presented that encompasses both regular wear and irregular wear features.
1.4 This hierarchical arrangement produces the accurate and concise definitions needed to evaluate the complex irregular wear conditions of tires.
1.5 See Fig. 1 for tread pattern features or characteristics. See Fig. 2 and Fig. 3 for typical illustrations of regular or uniform and irregular treadwear features.
FIG. 1 Tread Pattern Characteristics
FIG. 2 Uniform or Regular Wear
FIG. 3 Types of Irregular Wear
FIG. 3 Types of Irregular Wear (continued)
FIG. 3 Types of Irregular Wear (continued)
FIG. 3 Types of Irregular Wear (continued)
FIG. 3 Types of Irregular Wear (continued)
Note 1: Images courtesy of The Technology & Maintenance Council of the American Trucking Associations, reference Radial Tire Conditions Analysis Guide, Item # T0121. For more information, contact TMC: (703) 838-1763; tmc@trucking.org; http://tmc.trucking.org.
Note 2: Images courtesy of the Tire Industry Association, reference Passenger and Light Truck Tire Conditions Manual, www.tireindustry.org.
Note 3: In illustrations (h), (l), and (m), the ‘light’ or ‘featureless’ areas indicate high wear rate zones.
Note 4: Images courtesy of the U.S. Tire Manufacturers Association, reference Care and Service of Passenger and Light Truck Tires Manual, www.ustires.org.
1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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ABSTRACT
This specification covers the general requirements for a radial-ply standard reference test tire for use as a reference for tire traction performance evaluations and for other evaluations, such as pavement roughness, noise, or other tests that require a reference tire. The test tire shall be of the specified size, current technology All Season tread design steel-belted radial. Tread compounding, fabric processing, and all the manufacturing steps shall be controlled for minimum variability between tires. The tire shall be as originally molded without any tread grinding or repairs. The oil-extended styrene-butadiene blend rubber tread shall conform to the prescribed composition for: SBR 1778, SBR 1502, CIS 1 polybutadiene, N351 black, naphthenic oil, zinc oxide, stearic acid, 6 PPD, TMQ, antidegradant wax, tackifying hydrocarbon resin, TBBS, DPG, and sulfur. The tire shall be constructed as one-ply sidewall and a three-ply thread. The tread compound shall conform to the physical property requirements for: tensile sheet cure, stress at elongation, tensile strength, elongation, Durometer hardness, and restored energy (rebound or resilience). The dimensional requirements for (1) inflated dimensions and cured cord angles, (2) ribs, (3) grooves, and (4) wear indicators are specified. The prescribed physical property test methods including tire tread hardness test shall be used. Tire storage requirements and recommendations for tire use and operational requirements are detailed. The front and side views of a radial reference tire, the cross section including inflated tire dimensions, and the tread radius measurement using three point drop method are illustrated.
SCOPE
1.1 This specification covers the general requirements for the P195/75R14 radial standard reference test tire. The tire covered by this specification is primarily for use as a reference tire for braking traction, snow traction, and wear performance evaluations, but may also be used for other evaluations, such as pavement roughness, noise, or other tests that require a reference tire.
1.1.1 Other standard reference test tires are also used for these purposes and are referenced in Section 2.
1.2 This specification provides a rim code diameter of 14, standard tire design and construction, standard dimensions, and specifies the conditions of storage.
1.3 As of 2020 the E1136 P195/75R14 92S Standard Reference Test Tire is expected to cease production. Upon that occurrence, the F2493 P225/60R16 97S Standard Reference Test Tire is an acceptable replacement for E1136 as the reference tire for Test Methods F1805 and E1337.
1.4 The values stated in SI units are to be regarded as the standard. The values given in parentheses are mathematical conversions to inch-pound units that are provided for information only and are not considered standard.
1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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ABSTRACT
This specification covers the general requirements for the 225/75R16C 116/114S radial light truck (European light duty vehicle) standard reference test. In this specification, a 16.0 rim diameter code standard tire design and constructions, standard dimensions, and specific conditions of storage are provided. Tire used in this specification was used as a reference tire for braking traction, snow traction, and wear performance evaluation. The reference tire may also be used for testing pavement roughness, noise and other evaluations requiring a reference tire. Testing procedures for the tensile sheet, the 300% stress elongation, the elongation and the tire tread hardness shall be in accordance with the requirements detailed in the Practice D3182 and Test Methods D412 and D2240. Other specifies testing procedures are using of Type A durometer positioned in the centre of a pressure foot at a minimum of 6.0 mm, checking durometer operation and calibration, determining tired tread hardness and eliminating shock in the application of pressure foot.
SCOPE
1.1 This specification covers the general requirements for the 225/75R16C 116/114S radial light truck (or European light duty vehicle) standard reference test tire. The tire covered by this specification is primarily for use as a reference tire for braking traction, snow traction, and wear performance evaluations, but may also be used for other evaluations, such as pavement roughness, noise, or other tests that require a reference tire.
1.1.1 Other standard reference test tires are also used for these purposes and are referenced in Section 2.
1.2 This specification provides a 16.0 rim diameter code standard tire design and construction, standard dimensions, and specifies the conditions of storage.
1.3 The values stated in SI units are to be regarded as standard. The values given in parentheses are mathematical conversions to inch-pound units that are provided for information only and are not considered standard.
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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This document specifies methods for measuring tyre-to-road sound emissions from tyres fitted on a motor vehicle under coast-by conditions, i.e. when the vehicle is in free-rolling, non-powered operation. This is typically achieved by putting the transmission in the neutral or equivalent position and switching off the engine as well as all auxiliary systems not necessary for safe driving. This document is applicable to passenger cars and commercial vehicles as defined in ISO 3833. It is not intended to be used to determine the sound contribution of tyres of vehicles running in powered condition nor for the determination of traffic sound nuisance at a given location.
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This document describes spare unit substitutive equipment (SUSE) for passenger car tyres, which is designed to enable users to continue their journey (with or without a stop) in a reasonably safe manner. NOTE 1 Certain equipment becomes effective automatically, thus avoiding the need to stop the vehicle immediately for inspection and corrective action. This document is intended only to qualify the performance of SUSE systems. Its specifications only apply to SUSE systems that can permit the extended mobility of the vehicle. NOTE 2 Other types of SUSE are described in Annexes A and B. The specifications in this document apply from the moment the SUSE system becomes effective, with the driver continuing to control the vehicle (in terms of speed and direction) in an attempt to reach an appropriate place for servicing. The following are within the scope of this document: - the description of the various types of SUSE; - the description and performance levels of complete SUSE systems. NOTE 3 The performance level that the user reasonably has the right to expect, as well as the restrictive conditions placed upon that level, can vary to a large degree depending on the equipment installed and on the real operating conditions of the tyre in flat-tyre running mode. The following are outside the scope of this document: - the vehicle to be equipped; - the tyre while operating in inflated mode; - the characteristics of the pressure survey device and of the warning function relative to the inflated mode or to the partially deflated mode due to slow pressure losses; - the transitory phase, if any, before the equipment becomes effective; - the inspection, assessment, and the servicing of the SUSE system, after it has been activated in flat tyre running mode.
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ISO 19940:2017 specifies the testing method for determining the tyre stiffness index of passenger car tyres for the products capable of supplying the vehicle with the basic tyre functions, at least, at a speed of 80 km/h (50 mph) and a distance of 80 km when operating in flat tyre running mode, as per ISO 16992. This method is meant to determine the above mentioned index, for the characterization of the expected tyre's stiffness through its air and structural components. To reach the target, the vertical force and the vertical deflection, in the sense of absolute position in Z direction under different operating conditions, are measured (approximated in case of zero inflation pressure) and combined through the metrics defined in this document. This method is not intended to be used for conventional tyres.
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SIGNIFICANCE AND USE
5.1 This standard practice establishes a method for conducting accelerated laboratory aging of radial passenger or light truck tires, or both, in an oven.
5.2 The goal of this practice is to define a scientifically valid protocol for the accelerated laboratory aging of a tire such that certain of its material properties correlate to those of in-service tires (see Appendix X1). This practice does not establish performance limits or tolerances for tire specifications.
SCOPE
1.1 This practice describes a method to laboratory age a new tire in an oven to produce changes in certain chemical and physical properties at the belt edges similar to those of tires in-service (see Appendix X1).
1.2 This practice is a precursor to conducting an ASTM standard roadwheel test method for laboratory generation of belt separation in radial passenger car and light truck tires.
1.3 This practice may not produce representative chemical and physical property changes in any part of the tire except the belt edge.
1.4 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only.
1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. For specific precautionary statements, see Section 8.
1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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ISO 29802:2017 specifies the designations, dimensions, markings and load ratings of pneumatic tyres primarily intended for all-terrain vehicles (ATV). It also specifies the designation, marking and contours of rims. The tyres meet the following parameters: a) speeds not exceeding 130 km/h (Speed Symbol M); b) fitted to (AT) 5° tapered drop centre rims; c) nominal rim diameter codes of 7 to 14 inclusive.
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SIGNIFICANCE AND USE
5.1 Historically, tires have been tested for endurance by a variety of test methods. Some typical testing protocols have been: (1) proving grounds or highway testing over a range of speeds, loads, and inflations, (2) testing on fleets of vehicles for extended periods of time, and (3) indoor (laboratory) testing of tires loaded on a rotating 1.707-m diameter roadwheel; however, the curved surface of a 1.707-m diameter roadwheel results in a significantly different tire behavior from that observed on a flat or highway surface.
5.1.1 This practice addresses the need for providing equivalent test severity over a range of typical tire operating conditions between a 1.707-m diameter roadwheel surface (Practice F551) and a flat surface. There are different deformations of the tire footprint on curved versus flat surfaces resulting in different footprint mechanics, stress/strain cycles, and significantly different internal operating temperatures for the two types of contact surface. Since tire internal temperatures are key parameters influencing tire endurance or operating characteristics under typical use conditions, it is important to be able to calculate internal temperature differentials between curved and flat surfaces for a range of loads, inflation pressures and rotational velocities (speeds).
5.2 Data from lab and road tire temperature measurement trials were combined, statistically analyzed, and tire temperature prediction models derived.3
5.2.1 The fit of the models to the data is shown as the coefficient of determination, R2, for the two critical crown area temperatures, i.e. tread centerline and belt edge, as well as the ply ending area:
R2 = 0.89, 0.90, and 0.89 respectively
5.2.2 These prediction models were used to develop the prediction profilers described in Section 7 and Annex A1.
SCOPE
1.1 This practice describes the procedure to identify equivalent test severity conditions between a 1.707-m diameter laboratory roadwheel surface and a flat or highway surface for commercial radial truck-bus tires.
1.1.1 Tire operational severity, as defined as the running or operational temperature for certain specified internal tire locations, is not the same for these two test conditions. It is typically higher for the laboratory roadwheel at equal load, speed and inflation pressure conditions due to the curvature effect.
1.1.2 The practice applies to specific operating conditions of load range F through L for such commercial radial truck-bus tires.
1.1.3 The specific operating conditions under which the procedures of the practice are valid and useful are completely outlined in Section 6 (Limitations) of this standard.
1.1.4 It is important to note that this standard is composed of two distinct formats:
1.1.4.1 The usual text format as published in this volume of the Book of Standards (Vol 09.02).
1.1.4.2 A special interactive electronic format that uses a special software tool, designated as prediction profilers or profilers. This special profiler may be used to determine laboratory test conditions that provide equivalent tire internal temperatures for the tread centerline, belt edge, or ply ending region for the two operational conditions, that is, the curved laboratory roadwheel and flat highway test surfaces.
1.2 The prediction profilers are based on empirically developed linear regression models obtained from the analysis of a large database that was obtained from a comprehensive experimental test program for roadwheel and flat surface testing of typical commercial truck and bus tires. See Section 7 and References (1, 2)2,3 for more details.
1.2.1 For users viewing the standard on CD-ROM or PDF, with an active and working internet connection, the profilers can be accessed on the ASTM website by clicking on the links in 7.5 and 7.6.
1.2.2 For users viewing the standard in a printed format, the profilers can be accessed by entering the links to the ASTM ...
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SIGNIFICANCE AND USE
5.1 Historically, tires have been tested for endurance by a variety of test methods. Some typical testing protocols have been: (1) proving grounds or highway testing over a range of speeds, loads, and inflations, (2) testing on fleets of vehicles for extended periods of time, and (3) indoor (laboratory) testing of tires loaded on a rotating 1.707-m diameter roadwheel; however, the curved surface of a 1.707-m diameter roadwheel results in a significantly different tire behavior from that observed on a flat or highway surface.
5.1.1 This practice addresses the need for providing equivalent test severity over a range of typical tire operating conditions between a 1.707-m diameter roadwheel surface (Practice F551) and a flat surface. There are different deformations of the tire footprint on curved versus flat surfaces resulting in different footprint mechanics, stress/strain cycles, and significantly different internal operating temperatures for the two types of contact surface. Since tire internal temperatures are key parameters influencing tire endurance or operating characteristics under typical use conditions, it is important to be able to calculate internal temperature differentials between curved and flat surfaces for a range of loads, inflation pressures and rotational velocities (speeds).
5.2 Data from lab and road tire temperature measurement trials were combined, statistically analyzed, and tire temperature prediction models derived.2
5.2.1 The fit of the models to the data is shown as the coefficient of determination, R2, for the critical belt edge:
R2 = 0.90
Two Standard Deviations (2-sigma) = 3.2°C
(that is, 95 % of the variation from the means
is within ±3.2°C)
5.2.2 These prediction models were used to develop the prediction profilers outlined in Section 7 and Annex A1.
SCOPE
1.1 This practice describes the procedure to identify equivalent test severity conditions between a 1.707-m diameter laboratory roadwheel surface and a flat or highway surface for radial pneumatic light truck (LT) tires.
1.1.1 Tire operational severity, as defined as the running or operational temperature for certain specified internal tire locations, is not the same for these two test conditions. It is typically higher for the laboratory roadwheel at equal load, speed and inflation pressure conditions due to the curvature effect.
1.1.2 The practice applies to specific operating conditions of light truck tires up through load range E for such tires used on vehicles having a gross vehicle weight rating (GVWR) ≤4536 kg (10000 lb).
1.1.3 The specific operating conditions under which the procedures of the practice are valid and useful are completely outlined in Section 6, (Limitations) of this standard.
1.1.4 It is important to note that this standard is composed of two distinct formats:
1.1.4.1 The usual text format as published in this volume of the Book of Standards (Vol. 09.02).
1.1.4.2 A special interactive electronic format that uses a special software tool, designated as prediction profilers or profilers. This special profiler may be used to determine laboratory test conditions that provide equivalent tire internal temperatures for the belt edge region for the two operational conditions, that is, the curved laboratory roadwheel and flat highway test surfaces.
1.2 The prediction profilers are based on empirically developed linear regression models obtained from the analysis of a large database that was obtained from a comprehensive experimental test program for roadwheel and flat surface testing of typical radial light truck (LT) tires. See Section 7 and the research report2 for more details.
1.2.1 For users viewing the standard on CD-ROM or PDF, with an active and working internet connection, the profilers can be accessed on the ASTM website by clicking on the links in 7.5 and 7.6.
1.2.2 For users viewing the standard in a printed format, the profilers can be a...
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ISO 18106:2016 specifies the method for measuring relative snow grip performance index of a candidate tyre compared to a reference, under loaded conditions for new tyres intended to be used on passenger car, commercial vehicle, truck and bus vehicles on a snow packed surface. The methods developed here are meant to reduce the variability of the performance measurement. The use of the proper reference tyres is necessary to limit the variability of the testing method procedures. ISO 18106:2016 applies to all passenger car, commercial vehicle, truck and bus tyres.
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This European Standard applies to the tyre pressure gauges (TPG) which operate using pressure equipment (devices used in fixed or mobile installations) to inflate the tyres of road using vehicles (M1 and M2 categories) and which may be capable of interacting with vehicles equipped with tyre pressure monitoring systems (TPMS) whereby the TPG may be steered by the TPMS/vehicle.
To set the correct tyre inflation, this European Standard defines requirements and processes for the interoperability of TPG with TPMS/vehicle, through standardized interfaces and data exchange formats allowing advanced information, management and control systems between TPG and TPMS/vehicle. The architecture is open and scalable to support the different levels of interoperability (from full interoperability to fully manual).
This European Standard does not define communication protocols (works specifically made under M/453 European mandate).
This European Standard may be applied to all TPG categories referenced in the revision of EN 12645.
The driver/operator is considered as being responsible for the validation of the parameters and tyre pressure.
This European Standard will be applicable upon development of Infrastructure solution (V2I-I2V communication solutions).
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This European Standard defines metrological and technical requirements and tests of tyre pressure measuring instruments.
Tyre pressure measuring instruments (often referred to as Tyre Pressure Gauges, [TPG]) are for the inspection of pressure and/or inspection of inflation/deflation of tyres of motor vehicles.
It establishes in the context of motor vehicles tyres, the minimum characteristics of the chain of measurement of tyre pressure measuring instruments intended to increase, inspect or adjust the pressure of tyres inflated by air or nitrogen.
These devices, classified in different categories, are hereinafter referred to by generic term, "tyre pressure measuring instruments".
This chain of measurement consists of all the elements between the tyre valve and the display device (connector, hose, control device, measurement components, reservoir, preset device etc.).
They indicate the pressure difference (pe) between the air or the nitrogen in the tyre and the atmosphere.
The field of application established above can be extended to other applications where no specific standard exists.
Because of the influence of tyre pressure on road safety and energy efficiency, periodical reverification is strongly advised.
- Standard36 pagesEnglish languagee-Library read for1 day
This European Standard defines metrological and technical requirements and tests of tyre pressure measuring instruments.
Tyre pressure measuring instruments (often referred to as Tyre Pressure Gauges, [TPG]) are for the inspection of pressure and/or inspection of inflation/deflation of tyres of motor vehicles.
It establishes in the context of motor vehicles tyres, the minimum characteristics of the chain of measurement of tyre pressure measuring instruments intended to increase, inspect or adjust the pressure of tyres inflated by air or nitrogen.
These devices, classified in different categories, are hereinafter referred to by generic term, "tyre pressure measuring instruments".
This chain of measurement consists of all the elements between the tyre valve and the display device (connector, hose, control device, measurement components, reservoir, preset device etc.).
They indicate the pressure difference (pe) between the air or the nitrogen in the tyre and the atmosphere.
The field of application established above can be extended to other applications where no specific standard exists.
Because of the influence of tyre pressure on road safety and energy efficiency, periodical reverification is strongly advised.
- Standard36 pagesEnglish languagee-Library read for1 day
ISO 5751-2:2010 specifies the tyre size designation, dimensions and load-carrying capacities of metric series motorcycle tyres. It is applicable to such tyres with a height-to-width ratio of 100 % and below.
- Standard34 pagesEnglish languagesale 15% off
- Standard35 pagesFrench languagesale 15% off