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1.10. : PFC (ASTM1136) = 195/75R14 （ M/L Tiger Paw)=. 1.05. 1.00. : K value (1~ 6; different vehicle). PFC value (ASTM1136). 0.95. 1; 225/50R18 2; 215/65R16(M+S) 3; 175/65R14(AS) 4; 205/55R16 5; 215/45R17 6; 205/50R17. 0.90. 0.85. 0.80. A. B. C. Proving ground. Proving

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  1. 1.10 : PFC (ASTM1136) = 195/75R14（M/L Tiger Paw)= 1.05 1.00 : K value (1~ 6; different vehicle) PFC value (ASTM1136) 0.95 1; 225/50R18 2; 215/65R16(M+S) 3; 175/65R14(AS) 4; 205/55R16 5; 215/45R17 6; 205/50R17 0.90 0.85 0.80 A B C Proving ground Proving Ground A Proving Ground B Proving Ground C 1.3 1.2 1.1 (K value)/(PFC value) 1 0.9 0.8 1 2 3 4 5 6 GTR-ESC-2007-10-A1(1) Comparison between K value and PFC value on Dry surface Fig. 1： Friction Coefficient between typical proving ground • The surface friction difference • between proving ground is small. • (A-C: 6%) • K-value shows higher than PFC. • The difference depends on the tyre performance. Fig. 2： The Ratio of K-value to PFC value for passenger cars

  2. Vehicle Simulation software Tyre Wheel Base Weight 2730 1533 205/55R16 [kg] [mm] A FR P-car：A CarSim 2720 1991 235/55R18 SUV：L 2700 205/50R17 1570 B FF P-car：B In-house soft 2900 1690 205/60R16 SUV：M 2730 1520 215/50R17 C FF P-car：C veDYNA 2280 2880 245/50R20 SUV：N 1659 2775 215/55R17 D FF P-car：D In-house soft 2850 2172 265/50R20 SUV：O 2635 1375 235/45R17 E FF P-car：E CarSim 1515 2670 225/55R18 SUV：P 1400 2620 215/45R17 F FF P-car：F ADAMS/Car 1700 2620 215/55R17 SUV：Q G 1896 225/65R17 2640 ADAMS SUV：R H 2440 958 175/65R14 ADAMS FF P-car：G (2) Lateral Displacement Influenced by Surface Friction(1) 1. Contents of Study: - The comparison of lateral displacement on the different surface friction coeff. (0.8, 0.9, 1.0) by using simulation of the Sine with Dwell test without ESC operation was done by several Japanese car manufactures. (condition: Vehicle speed; 80 km/h, Steering wheel angle; 5x(0.3G steer angle))

  3. [deg] 120 0 -120 [m] 6 0 -6 Steering Wheel Angle LateralDisplacement 1.07 -0.5 0 0.5 1 1.5 2 2.5 3 [s] 2 -2.0 [m/s ] 10 0 -10 2.74 2.94 -3.5 LateralAcceleration 0.9 1 1.1 1.2[s] SWA[deg] SWA[deg] m =0.8 m =0.8 m =0.9 m =0.9 m =1.0 m =1.0 -0.5 0 0.5 1 1.5 2 2.5 3 [s] (3) Lateral Displacement Influenced by Surface Friction(2) 2. An Example of time history data (Passenger Car) -0.5 0 0.5 1 1.5 2 2.5 3 [s] [m] The influence of surface friction to the lateral displacement is small, because and are canceled each other. Fig 3： Time history data of passenger car

  4. 3.5 SUV : L P-car : A SUV : M P-car : B SUV : N P-car : C SUV : O 3 P-car : D SUV : P SUV : Q P-car : E SUV : R P-car : F P-car : G 2.5 2 1.5 0.8 0.9 1 (4) Lateral Displacement Influenced by Surface Friction(3) 3. All results Lateral displacement [m] Ave. difference: 15cm m@0.9 - m@0.8 = 18 cm m@1.0 - m@0.9 = 13 cm Friction coefficient (m) Fig 4． The influence of the surface friction to the lateral displacement

  5. 2.5 2.4 2.3 ∫∫AYCG・dt・dt @ 1.07s[m] 2.2 2.1 22 [cm] 2.0 5 1 2 3 4 6 7 8 9 10 The tyre lot No. (5) = Reference : The testing error range (1)= Fig 5． An Example of the error range of driving test by different lot number of tyres

  6. = Reference : The testing error range (2) = (6) “Lateral Displacement” for SWAN > 5 • Least sensitivity to temperature (ΔT = 489 for 302) • High S/N (11.0) • 4 significant track differences 20cm 18cm 18cm From NHTSA docket:No. 25801-9

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