A LABORATORY METHOD TO COMPREHENSIVELY EVALUATE

ABRASION, TRACTION AND ROLLING RESISTANCE

OF TIRE TREAD COMPOUNDS

M. HEINZ*
DEGUSSA GMBH, COLOGNE, GERMANY

K.A. GROSCH
CONSULTANT TO VMI HOLLAND BV, EPE, THE NETHERLANDS

ABSTRACT
A laboratory test method has been developed which allows the evaluation of diverse properties of tire tread com-
pounds on the same sample. The laboratory test instrument consists of a rotating abrasive disk against which a rubber
sample wheel runs under a given load, slip angle and speed. All three force components acting on the wheel during the
tests are recorded. By changing the variable values over a wide range practically all severities encountered in tire wear
are covered. The well-known fact that compound ratings depend on the road testing conditions is verified. Most com-
pounds are only significantly distinguishable against a control over a limited range of testing conditions. Using a road
test simulation computer program based on the laboratory data shows that not only ratings correspond to practical expe-
rience but also calculated absolute tire life times do.
Tests on surfaces of different coarseness and sharpness indicate that sharp coarse surfaces give the best results with
road tests, which of necessity are mostly carried out on public roads of differing constitution. The abrasive surface can
be wetted with water at different temperatures and hence either the friction force at a locked wheel or the side force at a
slipping wheel can be measured over a wide range of temperatures and speeds. At small slip angles the side force is dom-
inated by dynamic cornering stiffness of the compound, at large slip angles by the friction coefficient. In this case, too,
good correlations to road experience exist over a limited range of testing conditions. Low water temperatures and low
slip speed settings in the laboratory produce side force ratings, which correlate closely with ABS braking on the road.
High and higher slip speeds give ratings in close agreement with locked wheel braking on the road.
A heatable/coolable disk enables traction measurements on ice and newly abrasion measurements on surfaces at
elevated surface temperature. Ice surface temperatures between –5 °C and –25 °C are possible. Friction measurements
show that the difference in compound rating between summer and winter compounds is maintained over the whole tem-
perature range. New investigations show not only a differentiation between different winter tire treads qualities but also
an excellent correlation between tire and laboratory results.
As a new topic side force measurements on dry surfaces highlight the correlation to dry handling of tires. The tire
tread compound contributes to this performance through its shear stiffness and its friction coefficient. The shear stiffness
contributes to the response of the tire in directional changes. The friction coefficient determines the maximum force,
which can be transmitted. A simple operation possibility for evaluation of determined side forces is demonstrated.
In addition to antecedent investigations the rolling resistance of the rubber wheel can be measured over a range of
loads and speeds with the slip angle set at zero. Again for these new results good correlations are achieved with practi-
cal experience. In particular, the dependence of the rolling resistance on the velocity and loads are pointed out. Ultimately
a good correlation between tire test and laboratory test results was demonstrated.

INTRODUCTION
The LAT 100 laboratory test equipment for the evaluation of the most important properties
of tire tread compounds is now well established in most tire research and development laborato-
ries as well as in the laboratories of polymer and filler suppliers. The wide range of the variables,
slip angle, load, speed and temperature are employed in well defined test procedures to enable a
comprehensive judgement of the compounds capabilities.
Abrasion and traction as side force or friction measurements on wet surfaces have been
described previously1-13 and will be described here only with regard to their now established pro-
cedures and the correlation with road test ratings.
* Corresponding author. Ph: +49 2233/964 605; Fax: +49 2233/964 650; email: michael.heinz@degussa.com

580
 A LABORATORY METHOD TO COMPREHENSIVELY EVALUATE ABRASION 581

As one piece of news a procedure for side force measurements on dry surfaces and its bear-
ing on tire handling has been developed and - with the addition of a disk which can be cooled or
heated over a temperature range from – 25 °C to 80 °C - procedures for friction measurements
on ice have now been tested extensively.
Finally, the rolling resistance of tread compounds can be evaluated over a range of loads and
speeds. In all cases software has been developed to assist with the evaluation of the experimen-
tal results including the correlation with existing road test ratings and the simulation of road test
conditions.

EXPERIMENTAL
The test apparatus consists of a driven disk against which a rubber test wheel is pressed
under normal load L at a slip angle α (Figure 1). Speed v = ω · r, slip angle and load can be var-
ied over a wide range.

FIG. 1. – Arrangement of test equipment.

Figure 2 shows the actual apparatus with the auxiliary equipment to make up the testing sys-
tem.
582 RUBBER CHEMISTRY AND TECHNOLOGY VOL. 80

FIG. 2. – Photograph of the Laboratory Abrasion Tester 100 (including principle components).

The sample (Figure 3) is a rubber wheel, which is stabilized by a lateral bearing surface and
prepared with a guide hole for the load cell.

FIG. 3. – Test specimen including bearing facilities.

For abrasion, dust has to be added to avoid smearing. A computer controlled dosing device
supplies a mixture of MgO and Al2O3. Most variables are set by computer. Only the slip angle
has to be adjusted by hand to the prescribed value and the sample has to be removed for weigh-
ing. This operation is used to change the rotational direction of the sample by turning the marked
side from left to right and vice versa, ensuring that the surface remains flat during the duration
of the experiments.
 A LABORATORY METHOD TO COMPREHENSIVELY EVALUATE ABRASION 583

For wet traction, water at a set temperature, controlled by a thermostatically heating unit is
pumped onto the track in an open circuit.
Measurements on ice are done with a special disk, which is cooled by a second thermostat
in a closed circuit. A track of a depth of 9 mm and a width of 32 mm is first filled with water
with the disk in horizontal position. The disk is mounted on the machine when the water is
frozen. Tests can be done with a rotating sample wheel at different slip angles or at zero slip
angle and locked by inserting a locking pin.
Instead of the ice, an Alumina ring can be mounted and abrasion experiments can be carried
out at elevated track temperatures.
For friction measurements the sample wheel is set at zero slip angle and is locked by insert-
ing a locking pin.
Rolling resistance measurements are done with the same set up as for friction measurements
but the wheel is unlocked.
In both cases the downward force component is recorded.

ABRASION – EXPERIMENTAL PROCEDURES AND EVALUATION

It is well known that the abrasion loss per unit distance is a function of the energy dissipa-
tion, which occurs when a wheel runs under slip.
The energy U dissipated is given by

U = F ⋅ s1 (1)

where F is the force acting on the wheel and sl the slip.

For side slip the energy dissipation becomes

U = F ⋅ sin α (2)

In the case of the LAT 100 the slip angle a is set and the side force is measured directly by
a three component measuring sensor. The side force F depends on the load, the slip angle, the
cornering stiffness and friction coefficient of the compound. A reasonably accurate relation
between side force and slip angle is obtained by use of the so-called brush- or Schallamach
model.14-16
Experience9,10 has shown that the abrasion-energy function can be expressed as a power law
n
⎪⎧ U ⎪⎫
A = AoU ⎨ ⎬ (3)
⎪⎩ Uo ⎪⎭

where AoU and n are constants depending on the compound, the surface sharpness and the speed
of the abrasive track. It has been shown9 that the speed dependence of abrasion at a constant ener-
gy level can also be expressed best by a power law
m
⎧⎪ v ⎫⎪
A = Aov ⎨ ⎬ (4)
⎩⎪ vo ⎭⎪
584 RUBBER CHEMISTRY AND TECHNOLOGY VOL. 80

where Aov and m are constants depending on the compound, the surface sharpness and the ener-
gy dissipation i.e. the slip angle and load setting for a given compound.
The above equations can be combined in a linear equation with one interaction term if log-
arithms are used.

log( A) = a + b1 ⋅ [log(U )] + b2 ⋅ [log(v)] + b3 ⋅ [log(U )] ⋅ [log(v)] (5)

At least four different testing conditions are required to determine the four parameters of this
equation. Because abrasion, like all strength properties of materials, is still variable to some
extent even if all external conditions are rigorously kept constant, repeat measurements are nec-
essary and more than four testing conditions are desirable to check the linearity of the above rela-
tions. The following nine testing conditions are recommended:
load (= constant) [N]: 75
slip angle [°]: 5.5, 9, 16
speed [km/h]: 2.5, 8, 25
They are approximately arranged as shown in Figure 4 where log energy is plotted down-
ward and log speed from left to right.

FIG. 4. — Tabular arrangement for an abrasion test program to evaluate wear over
a wide range of severities (energies and speeds).

The exact value of the energy is slightly influenced by small changes in different cornering
stiffness of the sample wheel according to Equation (2). All cells of the log energy-log speed
table are filled for a particular compound using the abrasion Equation (5), showing the abrasion
loss over a wide range of energies and speeds i.e. severities which cover all eventualities encoun-
tered in service including all kinds of car driving pattern and truck tire service. Table I shows the
relative ratings of four passenger car compounds for which also road test results existed. The
road test results are shown on the left.
 A LABORATORY METHOD TO COMPREHENSIVELY EVALUATE ABRASION 585

TABLE I
RELATIVE RATING OF FOUR TIRE TREAD COMPOUNDS AS A FUNCTION OF LOG ENERGY AND LOG SPEED

The cells for which a close correlation exists have been marked. It is seen that this range is
very narrow. The software developed for the abrasion results can also identify cells of high cor-
relation by comparing the road test ratings with the laboratory ratings of each cell. This is shown
in Table II.
The program yields three tables, correlation coefficient, regression coefficient and intercept
of the best fitting regression line. If the correlation coefficient is high and the regression coeffi-
cient close to 1 then the range of experimental conditions is again seen to be narrow.
586 RUBBER CHEMISTRY AND TECHNOLOGY VOL. 80

TABLE II
CORRELATION COEFFICIENT, REGRESSION COEFFICIENT AND
INTERCEPT OF A LINEAR REGRESSION FOR THE TEST RESULTS OF TABLE I

An experimental investigation of re-tread tire tread compounds sponsored by the European

Union showed that adding BR to NR improved the abrasion resistance particularly at high ener-
gies, whilst SBR/BR tread was superior to the NR particularly at lower energies and high speeds
as shown in Table III.
A correlation with the average rating from the road tests on driving axles with the laborato-
ry ratings was obtained only at high energies practically over the whole speed range as shown in
Figure 5.
 A LABORATORY METHOD TO COMPREHENSIVELY EVALUATE ABRASION 587

TABLE III
RELATIVE RATING OF THREE TRUCK TIRE COMPOUNDS AS A FUNCTION OF LOG ENERGY AND LOG SPEED (ALUMINA 24)

FIG. 5. – Correlation and regression coefficient of road test ratings for three truck tire compounds (Alumina 24).

The regression coefficient reflects the discrimination of different compounds between labo-
ratory and road. If it is smaller than 1, the discrimination is larger in the laboratory than on the
road and the reverse is true if it is larger than 1. The regression coefficient obtained for the pas-
senger tire is about 1, i.e. both laboratory and road gave similar ratings, whilst in the truck tire
588 RUBBER CHEMISTRY AND TECHNOLOGY VOL. 80

tests the regression coefficient was about 0.5. Hence the laboratory ratings were twice as dis-
criminating as the road test results.
Continuing investigations with passenger car tire tread compounds and a comparison of
these results with road results lead to a good prediction of a relative ranking for passenger car
tires (Figure 6).

FIG. 6. – Correlation of the rating of wear resistance for passenger car tire treads (road versus LAT 100).

Using the laboratory abrasion equation with the appropriate parameter for each compound a
road test simulation can be done. This evaluation was carried out both for the four passenger tire
tread compounds (Table I) as well as for the three re-tread truck tire compounds (Table III).
Details of these experiments have been given in earlier publications.9,10 Here it will be stressed
that not only ratings correlate well but they also do so under a set of road test conditions which
give tire life times in close agreement with experience (Table IV).
 A LABORATORY METHOD TO COMPREHENSIVELY EVALUATE ABRASION 589

TABLE IV
ROAD TEST SIMULATION FOR THE FOUR PASSENGER CAR TIRE TREAD COMPOUNDS OF TABLE I

Such a close correlation was also obtained with truck tire compounds having the same poly-
mer combination 80SBR/20BR but different fillers. The same set of road testing conditions as
for the above tires was used. The correlation is shown graphically in Figure 7, pointing out again
that the discrimination is larger in the laboratory than on the road.
590 RUBBER CHEMISTRY AND TECHNOLOGY VOL. 80

FIG. 7. – Correlation between road test result rating and road test simulation rating.

The question about the influence of the road surface on the results remains. For laboratory
use only very durable surfaces such as Alumina or Silicon carbide give repeatable results
although even these blunt with time of use. Materials like concrete or asphalt are much too soft
for continuous laboratory abrasion work. Using Alumina disks of different grain sizes has
changed neither the abrasive power nor the influence on the ranking of compounds significant-
ly. Continuous use, however, blunts the surfaces and leads to a decrease of the average abrasion
loss as well as a change of the power indices of abrasion equation so that reversal of ranking may
become possible. Experience has shown that good correlation with road surfaces exists if (a) the
abrasive disk is run in first for several hours and (b) the use of one side is limited to about two
hundred hours. The abrasion behavior is then close to that of the average road surface encoun-
tered during the extended time road tests take.

SIDE FORCE MEASUREMENTS ON WET SURFACES

AND ITS CORRELATION TO TIRE TRACTION ON WET ROADS

The tire traction on wet roads depends on slip behavior and speed, but also on temperature.
To simulate this, side force measurements on wet surfaces are carried out by keeping slip angle
and normal load constant and speed and temperature are varied. The side force is determined
directly and the side force coefficient is given by

Fs (6)
fs =
L

where Fs is the side force and L the normal load.

For evaluation it is convenient to consider temperature and speed as independent variables.
The temperature dependence is then represented by a square relation and the speed dependence
by a linear log(v) term.

fs + a + b1 ⋅ temp + b2 ⋅ temp 2 + b3 log(v) (7)

 A LABORATORY METHOD TO COMPREHENSIVELY EVALUATE ABRASION 591

There are two more possibilities for the data evaluation, which incorporate the characteris-
tics of polymers. The WLF transformation is obeyed to a reasonable degree of accuracy when the
data are presented as function of log(aTv). Since no mathematical expression exists for the shape
of the master curve of the side force coefficient a quadratic equation is used to represent the
experimentally covered range:

( ) [ ( )]
2
fs + a + b1 ⋅ log aT v + b2 ⋅ log aT v
(8)

This is shown for the side force coefficient of a tire tread compound in Figure 8 using the
WLF equation for the temperature–speed transformation.17

FIG. 8. – Side force coefficient as a function of log(aTv) using the WLF equation.17

By using a reasonable range of speeds and temperatures a total range of log(aTv) of about 5
decades is achieved which covers all eventualities encountered in road testing.
In complex tread formulations some deviation from the transform have been observed
recently. Experience has shown that an additional log(v) term improves the correlation between
measured and calculated values.

( ) [ ( )]
2
fs + a + b1 ⋅ log aT v + b2 ⋅ log aT v + b3 log(v) (9)

The following testing conditions proved themselves:

load (= constant) [N]: 75
slip angle (= constant) [°]: 15
speed [km/h]: 0.06, 0.2, 0.6, 2, 6
temperature [°C]: 2, 8, 15, 22, 30, 40, 55
As an example Table V shows the rating of tire tread compounds relation to a control A
(= 100 %) as a function of temperature and log(v).
592 RUBBER CHEMISTRY AND TECHNOLOGY VOL. 80

TABLE V
COMPOUND RATING AS A FUNCTION OF TEMPERATURE AND LOG(V)

In accordance to Equation (9) the relative ratings to a control are represented as tables with
the log(aTv) values downward and the log(v) values across. Such rating tables are shown in Table
VI for the compounds mentioned at Table V with Compound A as the reference.
 A LABORATORY METHOD TO COMPREHENSIVELY EVALUATE ABRASION 593

TABLE VI
COMPOUND RATING AS A FUNCTION OF LOG(ATV) AND LOG(V)

Because of the reciprocal relation between temperature and log(aTv) and due to the fact that
for log(aTv) the reference temperature is the glass transition temperature the range of ratings
seems reversed and in addition different. A correlation with road test ratings is possible in both
cases.
Over the last few years a large body of data has been accumulated. In Figure 9 the average
rating as function of log(aTv) has been plotted against the corresponding road test rating,
obtained for the relevant compound under a range of different test conditions.
594 RUBBER CHEMISTRY AND TECHNOLOGY VOL. 80

FIG. 9. – Correlation between road test ratings and LAT 100 test
ratings for wet traction for large number of test programs.

FRICTION MEASUREMENTS ON ICE

Tire traction measurements on ice or snow are notorious for their low repeatability. Yet they
are very important for the compound development of winter tires. In particular measurements
near the freezing point are difficult to carry out out-doors. With the introduction of the tempera-
ture controlled disk a further extension of the experimental possibilities has been achieved. Both
friction- and side force measurements are possible. For a routine traction evaluation on ice the
side force measuring procedure described above for wet surfaces can also be used on ice.
Experience, however, has shown that friction measurements are easier to handle and may there-
fore be preferred. For this kind of tests latest investigations showed an excellent correlation to
tire test results.
The following procedure has been established.
load [N]: 20, 40, 60, 75, 100, 120
slip angle (= constant) [°]: 0
speed [km/h]: 0.02, 0.06, 0.2, 0.6, 2, 6
ice temperature [°C]: -20, -15, -10, -5
A program is generally limited to test either the load- or speed dependence at a particular ice
temperature and to repeat the program for ice temperatures.

Speed Dependence. — Figure 10 shows the frictional force as function of log(v) for a win-
ter tread compound at two ice temperatures of –5 °C and –15 °C. It is seen that the force is clear-
ly larger at the lower temperature, indicating that the ice properties play an important role in the
 A LABORATORY METHOD TO COMPREHENSIVELY EVALUATE ABRASION 595

friction process. At –5 °C the ice is so close to its melting point that the tendency to produce a
melted layer between rubber and ice track influences the results. A very thin melted layer will
reduce the friction drastically, since the drainage between the two smooth surfaces is likely to be
negligible.

FIG. 10. – Friction force as a function of log(v) for a winter tire tread compound at –5 °C and –15 °C.

For best fit to the results two functions were tried; a power function and a quadratic func-
tion of frictional force against log(v). The latter gave the better fit. It has, however, the distinct
disadvantage that it has a minimum, which is normally outside the experimental range. Hence
extrapolation could lead to spurious conclusions. Therefore the power function (Figure 10) was
finally chosen to describe the data. Since the friction coefficient has to level off or pass even
through a maximum at very low speeds, the power function can also represent the data only over
a limited range.
It has to be left to future research to throw light on the interaction between the visco-elastic
nature of friction and melting and shearing of the ice. In any case
596 RUBBER CHEMISTRY AND TECHNOLOGY VOL. 80

FIG. 11. – Friction force as a function of log(v) for 3 winter and

4 summer tire tread compounds at –5 °C and a load of 75 N.

FIG. 12. – Friction force as a function of ice temperature for 3 winter and
4 summer tire tread compounds at a speed of 1 km/h and a load of 75 N.

the compound properties are influenced dramatically close to the melting point as was shown in
Figure 10.
Further investigations were done for seven compounds, 3 winter and 4 summer tire tread
compounds. Figure 11 shows the side force values as function of log(v) for an ice temperature
of –5 °C and a load of 75 N. There is clearly a large difference between the summer and winter
compounds, but, what is much more important, the three winter compounds also show differ-
ences.
Finally in Figure 12 the frictional force at 1 km/h and a load of 75 N is shown versus the ice
temperature for the same seven compounds. Again the compound differences are very clear. For
 A LABORATORY METHOD TO COMPREHENSIVELY EVALUATE ABRASION 597

the winter tire tread compounds the discrimination is pointed out more significant for lower ice
temperatures.

Load Dependence. — Figure 13 shows the frictional force as a function of load for the above
mentioned winter tread compound (Figure 10) at two ice temperatures of –5 °C and
–15 °C.

FIG. 13. – Friction force as a function of load for a winter tire tread compound at –5 °C and –15 °C

Again it is seen that the force is clearly larger at the lower temperature, indicating that the
ice properties play an important role in the friction process also for these test conditions.
According to Schallamach18 the load dependence is best represented by a power law
n
⎛ L⎞
FF = F0 ⎜ ⎟ (10)
⎝ L0 ⎠

where FF is the frictional force; Fo the frictional force at a reference load Lo; L the load; and n
the power index.
The value of n, which Schallamach calculated for rubber friction on rough surfaces, was 0.9.
Figure 14 shows the compound rating of seven compounds already described above as a func-
tion of the load at –5 °C ice surface temperature and a speed of 1.5 km/h.
598 RUBBER CHEMISTRY AND TECHNOLOGY VOL. 80

FIG. 14. – Compound ratings as a function of load for 3 winter and

4 summer tire tread compounds at a speed of 1.5 km/h and an ice surface temperature of – 5 °C.

There is clearly a large difference between the summer and winter compounds, but again the
three winter compounds also show clear differences.
Based on this awareness new tests were carried out for a wide range of different winter tire
tread compounds. Parallel tire tests on ice were done. Both tests were done for –5 °C and –15 °C
ice surface temperature. The evaluation and comparison of results lead to correlations with r2-
values larger than 0.9. Figure 15 shows the correlation of the ratings for the tests at –15 °C. Again
the fact is pointed out that the discrimination is larger in the laboratory than on the road.

FIG. 15. – Latest results shows an excellent correlation between road test ratings
and LAT 100 test ratings for ice traction at an ice surface temperature of –15 °C.
 A LABORATORY METHOD TO COMPREHENSIVELY EVALUATE ABRASION 599

SIDE FORCE MEASUREMENTS ON DRY SURFACES

AND THEIR SIGNIFICANCE TO DRY HANDLING OF TIRES

Dry handling of cars means the performance of a car under extreme steering, load and speed
conditions on a dry set out course. The simplest way to determine objectively this performance
is to measure the time taken for a given driver to negotiate the course. The tire tread compound
contributes to this performance through its shear stiffness and its friction coefficient. The shear
stiffness contributes to the response of the tire in directional changes. The friction coefficient
determines the maximum force, which can be transmitted.
Both can be determined by side force measurements using the LAT 100 test equipment.
For this, the side force is measured over a range of slip angles and speeds at a constant load on
an abrasive disk. The following testing conditions are recommended:
load (= constant) [N]: 75
slip angle [°]: -3, 3, 6, 10, 15, 20
speed [km/h]: 0.2, 0.6, 2, 6, 20
A small amount of dust is applied to prevent smearing during the measurements.
The side force coefficient over the slip angle at a speed of 0.2 km/h and a normal load of 75
N is shown in Figure 16.

FIG. 16. – Side force coefficient over the slip angle at a speed of 0.2 km/h and a normal load of 75 N.

The brush-model14 for slipping wheels has been fitted to the experimental data and it can be
noticed that an excellent fit is obtained. The brush-model yields (a) the cornering stiffness of the
sample wheel, which is directly related to the shear stiffness of the compound and (b) the dry
friction coefficient, both at the different set speeds. For the description of the relation between
stiffness and speed and the friction coefficient and speed quadratic functions are used with speed
as its logarithm. For 7 tire tread compounds, which should not be described in detail, the evalu-
ation suggested above was done (Figure 17a) and 17b)).
To obtain a correlation with road test ratings, the two parameters are converted into ratings
and these are compared with existing road test ratings in a multiple correlation analysis. Because
co-variance may exist between the two variables stiffness and speed a product term is introduced
into the regression equation.
600 RUBBER CHEMISTRY AND TECHNOLOGY VOL. 80

Rr = a + b1 ⋅ Rs + b2 ⋅ R f + b3 ⋅ Rs R f (11)

where Rr is the road test rating, Rs the stiffness rating and Rf the friction rating.

FIG. 17. – Cornering stiffness a) and friction coefficient; b) as a function

of log(v) derived from side force slip angle measurements, fitting the brush model.
 A LABORATORY METHOD TO COMPREHENSIVELY EVALUATE ABRASION 601

Figure 18 shows the result of the regression analysis as function of the speed.

FIG. 18. – Correlation between road test ratings and stiffness and
friction coefficient ratings from above laboratory measurements.

The upper part shows the three regression coefficients, the lower part the total correlation
coefficient. The almost parallel running curves for the stiffness and the friction regression coef-
ficients indicate indeed a strong co-variance between the two variables. The product terms run
almost as mirror image, counter-acting the addition of the two effects. Because of the co-vari-
ance no conclusion can be reached regarding the respective importance of the two variables to
the total handling performance. Such a co-variance is not imperative. It is possible in principle
to design compounds with the same shear stiffness but different friction coefficients and vice
versa. Future experiments should clarify this situation.

ROLLING RESISTANCE MEASUREMENTS AND EVALUATION

A major objective for the tire industry is to combine long tire life times (high wear resist-
ance) and high safety (high wet, ice and dry grip) with low fuel consumption (low rolling resist-
ance). The four first mentioned aspects are discussed above, the last section is focussed on rolling
resistance.
The rolling resistance as a function of load can be described by a power function and the
same is true for its speed dependence. In addition the temperature of the sample changes with
these variables influencing the rolling resistance. Hence a similar algorithm as used for the abra-
sion is indicated:
602 RUBBER CHEMISTRY AND TECHNOLOGY VOL. 80

rr = a + b1[log( L)] + b2 [log(v)] + b3 [log( L)] ⋅ [log(v)] (12)

where rr is the rolling resistance, L the normal load and v the speed.
To make allowance to this context the range of the testing variables chosen are:
load [N]: 20, 40, 60, 90, 120
slip angle (= constant) [°]: 0
speed [km/h]: 5, 10, 20, 30, 40
Figure 19 shows the rolling resistance as a function of load for different speeds.

FIG. 19. – Rolling resistance as a function of load for different speeds.

The correlation coefficient is obtained by comparing calculated with measured data. Table
VII shows the parameter of Equation (12) for four summer tire tread compounds.

TABLE VII
PARAMETER OF ROLLING RESISTANCE AS A FUNCTION OF LOAD AND SPEED (EQUATION (12)) AND THE CORRELATION
COEFFICIENT BETWEEN CALCULATED AND MEASURED DATA FOR 4 SUMMER TIRE TREAD COMPOUNDS

The rolling resistance can be presented as either a table with the load downward and the
speed across or a three dimensional diagram as shown in Figure 20.
 A LABORATORY METHOD TO COMPREHENSIVELY EVALUATE ABRASION 603

FIG. 20. – Rolling resistance as a function of load and speed.

In a similar way the rating – determined analog to the ratings of abrasion measurement – of
a compound in relation to a control can be presented (Figure 21).

FIG. 21 .– Rolling resistance rating as a function of load and speed.

In table form such results for the above mentioned summer tire tread compounds are shown
below (Table VIII).
The infrared thermometer of the LAT 100 measures also the sample surface temperature dur-
ing the experiment. Figure 22 shows the surface temperature as function of load and speed.
604 RUBBER CHEMISTRY AND TECHNOLOGY VOL. 80

FIG. 22. – Sample surface temperature during rolling resistance measurement as a function of load and speed.

TABLE VIII
RELATIVE RATING OF ROLLING RESISTANCE FOR 4 SUMMER TIRE TREAD COMPOUNDS
 A LABORATORY METHOD TO COMPREHENSIVELY EVALUATE ABRASION 605

It shall be noticed that the surface temperature of the sample rises with load and speed whilst
the rolling resistance rises strongly with the load. It increases only very moderately with the
speed. The reason is that the temperature rise depends on the power, which rises proportional
with the speed. In contrast the rolling resistance is a function of the damping properties of the
compound, which are mostly influenced by load.
The results of the LAT 100 – discussed above – are plausible and highly reproducible.
First investigations of summer tire tread compounds, for which also rolling resistance tire
tests were carried out, show good agreement between LAT 100 and tire test results (Figure 23).

FIG. 23. – Latest results shows a good correlation between tire test ratings
and LAT 100 test ratings for rolling resistance.

CONCLUSION
The rather courageous statement that the LAT 100 laboratory test equipment allows com-
prehensive testing methods for the evaluation of tire tread compounds is based on a considerable
body of data for abrasion measurements, traction measurements on dry, wet and icy surfaces and
to a lesser extent at present on rolling resistance.
For abrasion and all kinds of traction measurements a close correlation with road test results
has been established. Road test results are of necessity limited in most cases to a narrow range
of testing conditions and hence it takes a long time before certainty about the range of validity
of the result is established. On the other hand, the testing methods with the LAT 100, which have
been established by research over several years, offer a wide view of the validity and limitations
of particular compound performances. Ratings are presented in tabular form showing regions of
improvement or the reverse and require a decision from the developer whether his compound is
sufficiently superior to the control to offer a noticeable improvement of tire performance.
This is annoying to some managers who would prefer a single number for the designation
of better or worse. If such a single rating is desired then the service conditions have to be stated
under which this number is to be achieved. The software packet supplied with the LAT 100 for
606 RUBBER CHEMISTRY AND TECHNOLOGY VOL. 80

the data evaluation includes road test simulations both for wear and traction tests, forcing the
manager to think about under what service conditions the compound is to perform. The wear
simulation gives not only ratings of the compounds but also expected mileage. Since such a sim-
ulation takes only a few seconds, a very large number of road tests with different conditions
including the tire construction, can be run in a very short time, giving an assurance of compound
performance which could be achieved in actual road testing only over a very long time with cor-
responding costs. The same can be said about traction experiments, particularly on wet roads and
on ice: the body of evidence for a correlation between road testing with different methods on dif-
ferent surfaces, including wet handling, and side force or friction measurements on the LAT 100
is so large that compound testing on roads can be reduced dramatically.
Whilst the repeatability even on well defined road surfaces is limited measurements on the
LAT 100 can be carried out on a wide range of different surfaces as function of speed and tem-
perature with a high degree of repeatability. This is particularly true for measurements on ice.
Tire tests on ice are notoriously expensive with very limited repeatability. On the other hand tests
with the LAT 100 over a wide range of speeds and ice temperatures give a high degree assurance
of a compound’s capability, right up to the critical temperatures near the freezing point of water.
Adding impurities to the ice under controlled conditions could throw light on the variability of
tire tests on ice. Newest tests on a large set of tire tread compounds with a wide range of ice grip
behavior pointed out the excellent correlation between the results of the tire tests and the LAT
100 tests.
The few experiments linking LAT 100 measurements to the compound contribution of dry
handling of tires show a good indication, but cannot differentiate at this stage about the extent to
which the friction coefficient or the stiffness is contributing to the performance. Here some well
planned experiments can throw light on this aspect.
Although the rolling resistance can be measured conveniently on drum tester for tires the
methods used in the laboratory are indirect methods. The test procedures with LAT 100 offer a
direct method on the same sample for which traction and abrasion measurements are carried out.
First tests to investigate the correlation between tire test results and the LAT 100 test results show
a good agreement of both sets of results.

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 A LABORATORY METHOD TO COMPREHENSIVELY EVALUATE ABRASION 607

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[ Paper 52, presented at the Spring Rubber Division, ACS, Meeting (San Antonio, TX)
May 16-18, 2005, revised July 2006 ]