The tendency in the past few years has been to introduce tyres with lower rolling resistance coefficients to the market. This paper presents a mathematical method for determining the rolling resistance coefficients variation depending on the speed. The method uses power balance which results from automobile dynamics while rolling on chassis dynamometer. The rolling resistance coefficients of tyres obtained through ‘drum test method’, for which the rolling resistance coefficients variation is known in terms of vehicle speed, are considered as reference values, while than rolling resistance coefficients of tyres obtained through ‘MAHA roller dynamometer’ using the recorded lost drag power in the roll-out phase on the stand are considered as tested values. The rolling resistance coefficients variation could be determined up to the maximum permissible speed of the tyre, for all wheels trained on the stand and not just for one tyre, as determined in laboratory conditions. The test conditions are similar to those in real road conditions, where the temperature of the environment and wheels cannot be controlled. The values obtained by the authors’ proposed method were compared with the values obtained by the ‘drum test method’. The main contribution of the proposed method is to estimate the rolling resistance coefficients without using a very expensive test facility.

中文翻译：

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用滚子测功机估算汽车轮胎滚动阻力系数的方法

过去几年的趋势是向市场推出滚动阻力系数较低的轮胎。本文提出了一种确定滚动阻力系数随速度变化的数学方法。该方法使用在底盘测功机上滚动时由汽车动力学产生的功率平衡。通过“鼓测试法”获得的轮胎滚动阻力系数被认为是参考值，而通过“MAHA滚轮测功机”获得的轮胎滚动阻力系数则被认为是参考值。在支架上推出阶段记录的阻力损失被视为测试值。对于在支架上训练的所有车轮，而不仅仅是在实验室条件下确定的一个轮胎，滚动阻力系数变化可以确定到轮胎的最大允许速度。测试条件与实际道路条件相似，环境和车轮的温度无法控制。将作者提出的方法获得的值与“鼓测试方法”获得的值进行了比较。所提出的方法的主要贡献是在不使用非常昂贵的测试设备的情况下估计滚动阻力系数。环境和车轮的温度无法控制的地方。将作者提出的方法获得的值与“鼓测试方法”获得的值进行了比较。所提出的方法的主要贡献是在不使用非常昂贵的测试设备的情况下估计滚动阻力系数。环境和车轮的温度无法控制的地方。将作者提出的方法获得的值与“鼓测试方法”获得的值进行了比较。所提出的方法的主要贡献是在不使用非常昂贵的测试设备的情况下估计滚动阻力系数。