AiR Validation - How It Would Be Proven

Validation

How AiR would be proven

A concept is only credible with a validation route. This is the intended path, not a claim of completed testing.

Simulated real-world data being used for demonstration purposes

Bench accuracy

Transducer accuracy verified against calibrated references across the full pressure and temperature range.

Repeatability

Repeat sessions on the same vehicle to prove consistent targets and stable end pressures.

Manufacturer review

Approved-profile logic reviewed with vehicle and tyre manufacturers before any deployment.

Forecourt trial

Limited live trial with an operator partner to measure throughput, uptime and user comprehension.

Independent review

Third-party assessment of safety logic, data handling and reported outcomes.

Evidence base

How this would be proven, using accepted methods

Nothing here needs a new test protocol. Rolling resistance, wet grip, tread wear and dynamic loading all have established measurement frameworks.

Rolling resistance

ISO 28580 single-point measurement, run at specification and at controlled under-inflation, gives a defensible energy claim.^2018,2016

Tread wear

Convoy and controlled-route wear testing methodology is well established in the tread-wear literature, including how to control for load and duty cycle.^1992,2008

Wet performance

Wet-grip procedures under UN R117, plus the classical hydroplaning relationship, frame the safety measurements.^2016,1963

Vehicle-road interaction

Dynamic wheel-load instrumentation as used in the OECD DIVINE programme and described in the vehicle-road interaction literature covers the pothole and pavement claims.^1998,1999

Emissions

Tyre-wear particulate sampling and emission-factor methods are documented in the JRC and OECD non-exhaust work.^2014,2020

Casualty outcome

Any road-safety claim would be tested against DfT reported casualty statistics rather than modelled internally.²⁰²⁵

Cited on this page

International Organization for Standardization (2018). ISO 28580: Passenger car, truck and bus tyre rolling resistance measurement method. ISO.
United Nations Economic Commission for Europe (2016). UN Regulation No. 117 - Tyre rolling sound emissions, wet grip and rolling resistance. UNECE.
OECD DIVINE Programme (1998). Dynamic Interaction of Heavy Vehicles with Roads and Bridges - Final Report. Organisation for Economic Co-operation and Development.
Grigoratos, T. and Martini, G. (2014). Non-exhaust Traffic Related Emissions - Brake and Tyre Wear PM (EUR 26648 EN). European Commission Joint Research Centre.
UK Department for Transport (2025). Reported road casualties in Great Britain (annual statistics). DfT official statistics.

These are published third-party sources, not AiR simulation. The full bibliography - peer-reviewed papers, reference monographs, government reports, international standards and official statistics - lives in the science lab.

Open the research and full bibliography

/Bench testing/Controlled trials/Independent audit/Field pilot/Published method/Bench testing/Controlled trials/Independent audit/Field pilot/Published method

Proving it

A concept is only credible if it says how it would be tested

This platform is a demonstration. The path from demonstration to deployable infrastructure runs through measurement other people can check.

Validation stages

Target measurement accuracy

0.0 PSI

Pilot duration

0 mo

Across seasonal temperature range.

Independent review points

Each stage has a pass condition defined before it starts: accuracy against a reference gauge, repeatability across cycles, and behaviour under injected faults.

Bench accuracy against traceable reference instrumentation
Repeatability across thousands of valve and retractor cycles
Fault injection covering every defined failure state
Cold-chamber and heat-soak testing for temperature logic

Validation programme

Step by step

Bench accuracy

Stage 1

Instrumented rig, traceable references, per-channel accuracy and drift characterisation.

Durability

Stage 2

Accelerated cycle testing on valves, transducers, hoses and retractors.

Fault injection

Stage 3

Every defined fault state triggered deliberately and checked against expected driver messaging.

Controlled trial

Stage 4

Supervised sessions across vehicle classes, compared against reference gauge measurement.

Public pilot

Stage 5

Live forecourt operation across a full seasonal cycle with independent review.

Questions

Straight answers

Session times that push past two minutes in real traffic, accuracy that cannot hold half a PSI at the hose end, or driver abandonment rates that show the load questions are too much friction.