Abstract
Many tire models use a single value for the tire-road friction coefficient to produce tire force data. While this approach may provide sufficient accuracy at small to medium slip values, it can cause unrealistic force and moment predictions at large slip values. The inaccuracies primarily stem from an increase in tire temperature which, in turn, influences the friction characteristics between the tread rubber and the road surface. The friction relationship can be represented by the friction master curve, and commonly requires testing on a bespoke rubber friction test rig. This paper explores ways on how the friction master curve can be obtained from flat-track tire test data for pure longitudinal slip conditions.