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Principles of braking force. (a) Principles of braking force; (b) Relationship of Fμ, Fb and Fφ during braking.
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The skid-resisting performance of pavement is a critical factor in traffic safety. Recent studies primarily analyze this behavior by examining the macro or micro texture of the pavement. It is inevitable that skid-resistance declines with time because the texture of pavement deteriorates throughout its service life. The primary objective of this pa...
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... Pavement structure modeling requires the discretization of both surface and bulk, which is more complex if surface roughness is accounted in its actual form and not simplified. Furthermore, asphalt pavement is characterized as well by a viscoelastic rheology and even though it is mostly considered rigid in comparison to the tire, an adequate material constitutive law also for the pavement can be taken into account in pursuit of a more realistic modeling approach [12]. ...
... The sliding response was analyzed through the calculation of a friction coefficient as the ratio between the resultant applied tangential and normal loads. Research performed by [12] focused on the influence of different elastic properties (recoverable resilient deformation) of various pavement structures on the braking performance by setting up a 3D tire-pavement interaction model. They investigated the influence of different system variables such as tread deformation at the contacting interface, actual contact area and the braking force applied within the dynamic friction contact analysis, concluding that pavement elasticity and deformation influence the real contact area. ...
Pavement surface textures obtained by a photogrammetry-based method for data acquisition and analysis are employed to investigate if related roughness descriptors are comparable to the frictional performance evaluated by finite element analysis. Pavement surface profiles are obtained from 3D digital surface models created with Close-Range Orthogonal Photogrammetry. To characterize the roughness features of analyzed profiles, selected texture parameters were calculated from the profile's geometry. The parameters values were compared to the frictional performance obtained by numerical simulations. Contact simulations are performed according to a dedicated finite element scheme where surface roughness is directly embedded into a special class of interface finite elements. Simulations were performed for different case scenarios and the obtained results showed a notable trend between roughness descriptors and friction performance, indicating a promising potential for this numerical method to be consistently employed to predict the frictional properties of actual pavement surface profiles.
... Skid resistance refers to the force that prevents tires from sliding on pavement surfaces by creating an opposing force at the tire-pavement contact area. This aspect is crucial for traffic safety, as it plays a vital role in vehicle control and reduces stopping distances during emergency braking scenarios [1][2][3]. The pavement skid resistance is a multifaceted phenomenon driven by two key components: adhesion and hysteresis. ...
... Based on the analysis, the combined formula derived from the texture and angularity provided the model prediction for SN according to Equation (1): SN = −0.001282t 2 + 0.5594t + 0.0000406a 2 − 0.2491a + 380.9195 (1) where "SN" represents the skid number before polishing, "t" represents the average texture index before polishing, and "a" denotes the average angularity index before polishing. Table 3 presents the actual and predicted SNs based on the provided model. ...
Skid resistance is a critical aspect for traffic safety since it significantly influences vehicle control and minimizes the distance required for emergency braking. The surface characteristics of pavements play a pivotal role in determining skid resistance. To achieve the optimal skid resistance performance, the pavement must sustain a specific level of friction. Thus, it is advantageous to apply surface treatments in areas that require enhanced friction. This study investigate the impact of factors such as the aggregate source, size, morphological properties, and abrasion levels on the skid resistance and frictional characteristics of a high-friction surface treatment (HFST). A complete investigation was conducted on HFST samples by analyzing the aggregate morphology using the Aggregate Image Measurement System and performing Micro-Deval abrasion testing. The skid resistance was evaluated with the British Pendulum Tester (BPT). The findings revealed that different aggregates and sizes exhibited varying behaviors post-polishing. Notably, fine-sized aggregates demonstrated higher British pendulum number (BPN) values, which indicate superior frictional performance. Models that predicted skid numbers based on the average texture and angularity indices initially demonstrated the balanced influences of both morphological properties before polishing. However, after polishing, the surface texture emerged as the primary determinant of the skid resistance, which overshadowed the angularity’s impact.
... Pavement structure is known for its inhomogeneity and rough surface. However, many studies (Sarkar 2016, Wollny et al. 2016, Wang et al. 2017, Yu et al. 2017, Hernandez and Al-Qadi 2017a, Marais and Venter 2018, Jayme and Al-Qadi 2021, Király et al. 2022, Zhang et al. 2023) approximated the pavement model as a homogeneous flat surface layer, disregarding pavement surface characteristics, inhomogeneity and viscoelasticity. On the other hand, some models (Zhu et al. 2017, Yu et al. 2022, Zheng et al. 2022, Liu et al. 2023) presented pavements as rough surfaces but neglected the proper representation of pavement microtexture and inhomogeneity. ...
This work presents a finite element model of the thermo-mechanical behaviour of tyre–pavement interaction, focusing on the effects of temperature variations in the UAE on skid resistance under various tyre operating conditions. The pavement is modelled as multiple layers to account for the stiffness contribution of each layer. The top asphalt layer is modelled at a microscale level to consider its various constituents such as air voids, aggregates and binder. Moreover, the model accounts for the viscoelastic properties of tyre and pavement, considering their dependence on time and temperature. The finite element simulations of a rolling tyre over the pavement have been carried out under different tyre operating conditions and various temperature cases reflecting the winter, spring, and summer seasons in the UAE. The simulation results show that the maximum level of skid resistance occurs during the winter season and thereafter drops by a significant amount during the summer. This research provides good insights about the seasonal variation of skid resistance in the UAE, which enhances road safety.
... Numerical modelling, specifically FE modelling, has been recognized for its successful modelling of complex problems such as tire pavement interaction. Modelling tires for the FE simulations has evolved through four stages: static load, uniformly moving load step, 2D tire model [1], and 3D tire model [2]. However, the first three models inadequately capture the intricate tire structure and non-linear tire pavement interactions. ...
... Numerical modelling, specifically FE modelling, has been recognized for its successful modelling of complex problems such as tire pavement interaction. Modelling tires for the FE simulations has evolved through four stages: static load, uniformly moving load step, 2D tire model [1], and 3D tire model [2]. However, the first three models inadequately capture the intricate tire structure and non-linear tire pavement interactions. ...
This study presents finite element (FE) modelling of tire pavement interaction based on a micromechanical pavement surface. The FE model of the pavement surface is created using CT scan images of an actual pavement specimen to accurately represent the micromechanical surface morphology of the pavement. The micromechanical FE model of the pavement consists of aggregate, binder, and air voids. Using the micromechanical pavement model, tire pavement interaction simulations are performed using ABAQUS by setting binder and rubber as viscoelastic materials and aggregate as an elastic material. Moreover, the FE model includes layers of asphalt, base course, and subgrade to mimic a real pavement. The interaction between tire and the pavement surface is modelled via the surface-to-surface contact.
... With repeated traffic loads, pavement aggregate angles and surface microtextures are repeatedly abraded to present a smoother surface; therefore, the skid resistances of different pavements will exhibit different degrees of attenuation. However, pavement aggregate grain size is a critical factor affecting pavement macrotexture [24][25][26]. Consequently, attention must be paid to the effect of aggregate grain size on pavement skid resistance. To analyse the contact interaction between a tyre and aggregates of different grain sizes in this study, hemispherical shells were used to simulate abraded coarse aggregates, as shown in Figure 3. [24][25][26]. ...
... Consequently, attention must be paid to the effect of aggregate grain size on pavement skid resistance. To analyse the contact interaction between a tyre and aggregates of different grain sizes in this study, hemispherical shells were used to simulate abraded coarse aggregates, as shown in Figure 3. [24][25][26]. Consequently, attention must be paid to the effect of aggregate grain size o ment skid resistance. To analyse the contact interaction between a tyre and aggre different grain sizes in this study, hemispherical shells were used to simulate a coarse aggregates, as shown in Figure 3. ...
... At the same time, the workload and cost of testing for tyre materials are relatively large. Therefore, the mechanical parameters of these materials in Yu et al. [25] are used, as shown in Tables 1 and 2. This study focused on the contact interaction between the rubber tread material and the different grain size aggregates when the tyre is running in the longitudinal direction; ignoring the transverse tyre tread pattern had little effect on the analysis results. Meanwhile, to save computational time, the tyre modelling ignored the transverse tyre tread pattern and retained only the two longitudinal grooves. ...
This study considered the effect of pavement aggregate grain size on tyre–pavement contact interaction during the late stages of pavement skid resistance. First, hemispherical shells 7, 9, and 13 mm in diameter were used to simulate coarse pavement aggregates. Subsequently, a three-dimensional finite element tyre–pavement contact model developed using ABAQUS was employed to analyse the contact interaction between each simplified pavement type and the tyre under steady–state rolling and braking conditions. Finally, the concept of occlusal depth was proposed and applied to characterise pavement skid resistance. The results showed that under steady–state rolling conditions, the peak contact stress of the simplified pavement increased with the pavement mean texture depth, whereas the contact area decreased. Under steady–state braking conditions, the effect of the contact interaction between the tyre and simplified pavement aggregates was ranked in order of superiority as aggregate grain sizes of 9, 7, and 13 mm, indicating that aggregate grain size did not exhibit any correlation with tyre–pavement contact interaction. Additionally, the squares of linear correlation coefficients between the pavement cumulative occlusal depth and horizontal braking force reached 0.921, 0.941, 0.889, and 0.894 for vehicle speeds of 30, 60, 90, and 120 km/h, respectively, indicating that they could be used to assess pavement skid resistance.
... (1) Fundamentals of TDFA operation As shown in Fig. 5, the tire-road dynamic friction test system (TDFA) mainly consists of a hydraulic energy supply system, a power transfer system, a sensing system, and the supporting analysis software FICAC [29]. ...
... The simulation model of the dynamic friction due to tire-pavement contact was created in a three-step process. Specifically, a 3D model was built, then the steady state of the kinetic contact was analyzed in ABAQUS/Standard solver based upon static contact [63]. Considering the steady-state rolling analysis of a tire of ABAQUS 6.10 Example Problem Manual [64], three steps were used to create the 3D models of grooving radial tires: (1) simplification before modeling, (2) importing a 2D tire cross-sectional model into ABAQUS, and (3) 3D model generation of pneumatic tire [60]. ...
A new proposal has been applied using Bridge Information Modeling associated to Terrestrial Laser Scanning TLS and photogrammetry to obtain the digital model of an existing bridge. For the laser scanning process. Thus, it was also possible to identify the pathologies and damages in the concrete of the bridge. Furthermore, it was shown how geo-information with remote sensing using the station Trimble SX 10 can be applied in area of bridge projects with less time and lower cost, in relationship to a conventional survey Asbuilt with manual survey in field. One of the innovations of this paper was to obtain the digital model of the bridge by integration of TLS and photogrammetry to obtain the 3D digital model. The new methodology consisted of acquisition of the bridge scenes through points previously implanted, making the polygonal contour of the entire bridge. Furthermore, the execution of the field survey from georeferenced points to capture the scenes during the sweep with TLS facilitated the refinement and, consequently, it was possible to obtain the digital model with the concrete damage. It was also possible to perform a complex nonlinear analysis with Finite Element with the digital model of the bridge. Therefore, it was applied a reverse analysis of the strength of the structure using the Concrete Damage Plasticity Model using ABAQUS software. Two numerical analyses were performed on the bridge; one considering only the static behavior of the bridge and another considering the dynamic behavior. In the static analysis, the behavior of the dapped-end beam of the bridge, was investigated. On the other hand, in the dynamic evaluation, the natural frequency and damping ratio for bridges with Dapped-end beams was obtained in ABAQUS through Rayleigh damping and compared with the technical literature, which presented satisfactory results.
... Testing of pavement friction using field measurement methods has certain advantages of high accuracy and efficiency however reliability of test results is affected by weather conditions and variations in measuring highway sections [32,59]. The test result may also be affected by the extent of surface texture polishing and wearing of asphalt mix due to traffic on any pavement section. ...
A critical review of lab and field measurement methodologies, harmonization in measuring techniques, and modelling of skid resistance of asphalt concrete pavement have been provided. Although several past studies have provided literature review on general topics of skid resistance, to the best of the author’s knowledge, none of them have compressively covered the topic considering the status & requirements of developing nations. There has been significant development in speed with the improvement in computational facilities. In modern times, with the improvement in infrastructure quality in developing nations, permitted speeds have also drastically increased. To avoid skid-related accidents, it is important to develop good practices in maintaining sufficient skid resistance. The requirements and the availability of technology might be significantly different in developing nations. The suitability and limitations of various methods used for capturing the skid characteristics of the surface have been outlined. The harmonization in skid resistance measurement using laboratory and field-testing methods has been summarized. Correlation analysis of various in-situ and laboratory test data has been made to maintain a better harmony of measurement either in the field or in the laboratory. In the subsequent sections, progress in the modelling approach (analytical to numerical) has been discussed in brief. Computational capabilities of an analytical and numerical modelling approach for predicting pavement skid resistance characteristics have been reviewed. These models have been developed to consider complex attributes of tire pavement interactions like hydroplaning, temperature rise in the tire, mix morphology, tire inflation, and vehicle acceleration and deceleration for predicting skid resistance. These attributes of skid resistance have been discussed in detail and presented a basic overview of the model development process which is missing in past review studies. Few recent studies on skid resistance measurement and modelling to highlight the use of new technology and improvements over conventional techniques have been presented in the manuscript which has not been reviewed earlier. Critical factors affecting the skid resistance model like hydroplaning, tire-related parameters, temperature, and surface texture have been highlighted in this manuscript. Few key research directions have been suggested as the scope of future study to predict a more reliable skid resistance model.
... It should be noted that the indicated deformations of a pneumatic tire of a vehicle wheel in their pure form almost do not occur, practically all of them are in close connection with each other and appear simultaneously during the operation of a loaded tire, as a result of which the corresponding reactions acting in directions opposite to the forces acting on the vehicle. An increase in the number of wheels on the axles of the vehicle, accordingly, changes the ratio between the radial (normal), circumferential (tangential), angular and lateral deformation of the tire, but in the scientific and technical literature [1][2][3][4][5][6][7][8][9][10][11][12], as their analysis showed, not enough attention has been paid to the issue of this phenomenon for dual tires, so in this paper we will consider the interaction process of a dual vehicle wheel from the point of view of the deformation properties of its pneumatic tires. ...
... The analysis of the features of the implementation of mathematical models of dual wheels of a vehicle [14][15] showed that most of them apply only to models of vertical load of tires of dual wheels during the analysis of their influence on the destruction of the road surface. In general, there are no models of the longitudinal interaction of dual-wheel tires with the road surface in the analyzed literature [1][2][3][4][5][6][7][8][9][10][11][12][13][14][15]. An exception is the paper [16], which considers not the model of the interaction of the tire with the road surface, but the method of determining the braking force between the double-wheel tires and the road surface. ...
... Torsional stiffness of the tire for loads from zero to 40,000 N can be determined by equation (10) [3,13,45,46], which are semi-empirical in nature. This dependence takes into account the effect on torsional stiffness only of the load on the tire and the pressure in the tire and does not take into account other factors: ...
Problem. In the scientific and methodological recommendations of forensic institutions
and in the scientific and technical literature there are currently no universal methods for determining
the braking parameters of cargo multi-axle vehicles that have wheels with double tires, which affects
the results of drawing up the conclusions of the motor-technical expertise. The lack of universal methods is due to the difficulty of determining the actual braking, especially when the tires of dual wheels
interact with the road surface. Goal. The goal is justification of the method of determining the average
torsional stiffness of tires of a double vehicle wheel during its interaction with the road surface.
Methodology. The approaches adopted in the work to achieve the set goal are based on the theoretical
foundations of the deformation of elastic elements, which are located parallel to each other. Results.
Equations are determined that allow you to calculate the value of the average torsional stiffness of
the tire for wheels that have double, triple or quadruple tires. Originality. The results of the research
provide a general idea of the effect of the pressure in the tires of a double wheel on the value of its
average torsional stiffness. Practical value. The obtained results can be recommended to expert motor
technicians when drawing up a conclusion of an expertise or an expert study. Besides, the results of
the study can be used in the educational process during the training of specialists in the field of
transport or mechanical engineering.
