Relationship between the Tire Penetration Depth and the Road Surface Texture: a Theoretical Model and Its Practical Application

2014 ◽  
Author(s):  
Dawei Wang ◽  
Andreas Ueckermann ◽  
Andreas Schacht ◽  
Markus Oeser ◽  
Bernhard Steinauer
Keyword(s):  
Theoretical Model ◽  
Penetration Depth ◽  
Surface Texture ◽  
Road Surface ◽  
Practical Application ◽  
The Road

Study on Construction Machinery Speed Measurement Based on Road Surface Texture Image

2011 ◽  
Vol 135-136 ◽  
pp. 950-953
Author(s):  
Shou Feng Jin ◽  
Yong Biao Hu
Keyword(s):  
Surface Texture ◽  
High Speed ◽  
Road Surface ◽  
Continuous Image ◽  
Construction Machinery ◽  
The Road ◽  
Essential Variable ◽  
Image Pixels ◽  
Set Up ◽  
Moving Speed

The construction machinery moving speed is an essential variable to identify its attractive performance. To realize construction machinery real-time and adaptive control, it is necessary to measure the machinery actual speed. But the traditional measurement method is not precise enough and costly too much. To search a new method, the high-speed linear CCDcamera is used to collect the road surface gray image. A machinery vision model is set up for the random road surface texture. Using cross-correlation algorithm two frame continuous image pixels are figured out. The construction machinery moving speed can be counted out by analyzing the vision model projection relationship and the two frame continuous image time.The feasibleness and precision of this method are proved by experiments.

Paper 2: The Road Surface and Safety of Vehicles

1968 ◽  
Vol 183 (1) ◽  
pp. 68-78 ◽  
Author(s):  
B. E. Sabey
Keyword(s):  
Surface Texture ◽  
Road Surface ◽  
Accident Risk ◽  
Field Surveys ◽  
The Road ◽  
Frictional Properties ◽  
Road Surfaces ◽  
Minimum Requirements ◽  
The Many ◽  
Interpretation Of Results

The control of a vehicle depends ultimately on the friction available between its tyres and the road surfaces to give adequate skidding resistance when wet under the many varied conditions of speed and road layout which are encountered in the course of normal driving. Methods of measuring the skidding resistance of road surfaces are described, with particular emphasis on the interpretation of results in relation to accident risk and on the minimum requirements for safety under different road conditions. The features of road surface texture which give these requirements are outlined and results of field surveys show the extent to which the requirements are met at the present time. The influence of tyre tread characteristics on the frictional properties of road surfaces is also discussed.

scholarly journals THE ROLE OF A TIRE IN VEHICLE AND ROAD INTERACTION

Transport ◽  
2002 ◽  
Vol 17 (2) ◽  
pp. 39-45 ◽  
Author(s):  
Arūnas Rutka ◽  
Jonas Sapragonas
Keyword(s):  
Surface Texture ◽  
Road Surface ◽  
Smoothing Function ◽  
The Road ◽  
Surface Description ◽  
Tire Models ◽  
Narrow Ring

Major difficulties in road surface description lies in the evaluation of the tire and road interaction. Main purpose of this paper is to analyse the influence of the tire in vehicle and road interaction with the purpose to choose more commons, but enough precise tire models. Data of profile used in investigations were measured in real roads. For the investigation of the tire's smoothing function two models were used: flexible narrow ring-2D estimates the tire and road contact in a line and flexible band-3D estimates dimensional contact between the road and tire. Results of computations are presented in figures. There were determinate that tire does not fully smooth irregularity of surface texture level.

scholarly journals Analisa Koefisien Gesek Kinetis Terhadap Struktur Permukaan Jalan Akibat Beban Dinamik Mobil

2018 ◽  
Vol 1 (1) ◽  
pp. 047-051
Author(s):  
Muhammad Nuh Hudawi Pasaribu ◽  
Muhammad Sabri ◽  
Indra Nasution
Keyword(s):  
Friction Coefficient ◽  
Coefficient Of Friction ◽  
Surface Texture ◽  
Road Surface ◽  
Vehicle Speed ◽  
Kinetic Friction ◽  
The Road ◽  
Road Condition ◽  
Asphalt Road ◽  
The Coefficient Of Friction

Tekstur permukaan jalan umumnya terdiri dari aspal dan beton. Kekasaran tekstur permukaan jalan dapat disebabkan oleh struktur perkerasan dan beban kendaraan. Kekasaran tekstur permukaan jalan, bebandan kecepatan kendaraan akan mempengaruhi koefisien gesek. Untuk mengetahui nilai koefisien gesek dilakukan penelitian dengan melakukan variasi beban mobil (Daihatsu Xenia, Toyota Avanza, Toyota Innova dan Toyota Yaris) terhadap kontak permukaan jalan (aspal dan beton) dan kecepatan kendaraan. Hasil penelitian menunjukkan bahwa massa, lebar kontak tapak ban terhadap permukaan jalan dan kecepatan sangat mempengaruhi nilai koefisien gesek kinetis. Koefisien gesek kinetis yang terbesar untuk ketiga kontak permukaan jalan (aspal lama IRI 10,1, Aspal baru IRI 6,4 dan beton IRI 6,7) dengan menggunakan mobil Daihatsu Xenia terjadi pada kondisi jalan beton yaitu 0,495 pada kecepatan 35 Km/Jam. Koefisien kinetis jalan beton > 52 % dibandingkan jalan aspal pada parameter IRI yang sama (6-8).Koefisien gesek kinetis > 0,33 diperoleh di jalan beton pada kecepatan 30 – 40 Km/Jam   The texture of road surface generally consists of asphalt and concrete. The roughness of the road surface texture could be caused by the structure of the pavement and the load of the vehicles. Roughness of road surface texture, load and speed of vehicles would affect to the coefficient of friction. This research was carried out to find out the value of the coefficient of friction by using various load of cars (Daihatsu Xenia, Toyota Avanza, Toyota Innova and Toyota Yaris) on road surface contact (asphalt and concrete) and vehicle speed. The result showed the mass, the width of the tire tread contact to the road surface, and speed very influenced the coefficient value of kinetic friction. The biggest kinetic friction coefficient for all three road surface contacts (IRI 10.1 old asphalt, IRI 6.4 and IRI 6.7) using the Daihatsu Xenia was on the concrete road condition i.e. 0.495 on a speed of 35 km/hour. The concrete road kinetic coefficient was >52% compared to the asphalt road in the same IRI parameter (6-8). The kinetic friction coefficient >0.33 was obtained on the concrete road on a speed of 30 - 40 km/hour.

scholarly journals On the Excitation of Rolling Tires from the Road Surface Texture

PAMM ◽  
2008 ◽  
Vol 8 (1) ◽  
pp. 10319-10320 ◽  
Author(s):  
M. Brinkmeier ◽  
U. Nackenhorst ◽  
A. Suwannachit
Keyword(s):  
Surface Texture ◽  
Road Surface ◽  
The Road

Numerical Method of Evaluating Noise from Vibrating Tyre

2011 ◽  
Vol 105-107 ◽  
pp. 719-722
Author(s):  
Liang Chang
Keyword(s):  
Surface Texture ◽  
Sound Field ◽  
Element Model ◽  
Road Surface ◽  
The Road ◽  
Coupling Relationship ◽  
Vibration Model ◽  
Vertical Contact ◽  
Relationship Of ◽  
Geometric Morphology

About tyre vibration sound issues, domestic and foreign scholars have conducted a lot of researches. Existing research results show that: the road texture and tyre tread have a significant effect on the tyre/road noise. Since the road surface texture and tyre tread pattern have impact on the tyre noise, whether the coupling relationship of road surface texture and tyre tread pattern has influence on noise? In this paper, from coupling viewpoint of road surface texture and tyre tread pattern, road surface texture and tread pattern of geometric morphology were calculated by digital gray level images fractal dimension and discretized into finite element model, then the vertical contact force within contact surface of tyre and pavement, which is exciting force in tyre vibration model, last numerical calculation of evaluating noise from vibrating tyre was completed by tyres vibration model and basic principle of boundary element method for calculating sound field.

Discussion

1968 ◽  
Vol 41 (4) ◽  
pp. 807-831
Author(s):  
W. B. Horne
Keyword(s):  
Friction Coefficient ◽  
Water Depth ◽  
Surface Texture ◽  
Concrete Surface ◽  
Road Surface ◽  
Depth Effect ◽  
Large Aggregate ◽  
The Road ◽  
Wet Friction ◽  
Road Surfaces

Abstract Mr. W. B. Horne (NASA, Hampton, Virginia)—Results in the two papers are in agreement with NASA research results. The papers treated the subjects of tread material, tire construction, road surface texture, and tread design very thoroughly. But one essential ingredient to the problem has been left out of the paper discussions, and that is, the effect of water depth. The importance of the water depth effect, and the need to inform both public and government authorities about the importance of removing worn tires from automobiles for the safety of all, is discussed and illustrated very fully by Leland. An example of what happens when the water depth is 0.4 in. is shown in Figure 1. It can be seen that the water penetrates the tire imprint much more rapidly than in shallow water. The effect of road surface texture on braking friction coefficient is illustrated by the data shown in Figure 2. A smooth tread aircraft tire was successfully braked on five different road surfaces ranging in texture from a large aggregate asphalt surface to wet ice. These surfaces are classified as damp in wetness. The surfaces at the time of testing were wet to the touch but did not have any puddles or standing water. Under this condition, damp smooth concrete (smooth as a table top) gave friction values as low as wet ice. This drastic friction loss decreased as the road surface texture increased. It will be noted that the smooth aggregate asphalt data did not fall off in speed as was shown by Maycock in his paper in Figure 15. In Figure 3 the water depth on the smooth concrete and large aggregate asphalt surface was increased from a damp condition to a flooded condition (0.1–0.2 in.). The character of the friction changes of these surfaces due to change in water depth is remarkable. For example, the smooth concrete increased slightly in value. This is an apparent increase, however, because the deeper water produces a fluid drag term which adds to the tire-surface braking force and gives a higher friction coefficient. This is an academic point, however, since the smooth concrete surface is producing viscous hydroplaning even at low speeds. On the other hand, the asphalt surface which alleviated the viscous hydroplaning effect under damp conditions does not prevent dynamic hydroplaning from occurring to the tire when this surface is flooded to a depth of 0.1 to 0.2 in. To summarize, any surface must be evaluated under a range of water depths before its wet friction qualities can be properly evaluated. Smooth tread tires or badly worn patterned tires have demonstrated poor friction capabilities on most wet or flooded surfaces. For this reason, both aircraft and automobile tires should be removed and replaced before wear produces a smooth tread condition.

Tire-Road Interactions — Harmony or Conflict?

1989 ◽  
Vol 17 (1) ◽  
pp. 66-84
Author(s):  
A. R. Williams
Keyword(s):  
Rolling Resistance ◽  
Major Effect ◽  
Road Surface ◽  
Interactive Effects ◽  
Central Theme ◽  
Water Drainage ◽  
The Road ◽  
Truck Tires ◽  
Road Surfaces ◽  
Tire Wear

Abstract This is a summary of work by the author and his colleagues, as well as by others reported in the literature, that demonstrate a need for considering a vehicle, its tires, and the road surface as a system. The central theme is interaction at the footprint, especially that of truck tires. Individual and interactive effects of road and tires are considered under the major topics of road aggregate (macroscopic and microscopic properties), development of a novel road surface, safety, noise, rolling resistance, riding comfort, water drainage by both road and tire, development of tire tread compounds and a proving ground, and influence of tire wear on wet traction. A general conclusion is that road surfaces have both the major effect and the greater potential for improvement.

scholarly journals Research on road engineering detection method based on GPR technology

2020 ◽  
Vol 165 ◽  
pp. 04014
Author(s):  
Liu Tao ◽  
Li Jia ◽  
Zheng Zhi-gang ◽  
Huang Zhi ◽  
Jiang Jian ◽  
...  
Keyword(s):  
Parameter Setting ◽  
Non Destructive Testing ◽  
Practical Application ◽  
Distribution Law ◽  
Destructive Testing ◽  
Road Engineering ◽  
The Road ◽  
Image Optimization ◽  
Testing Technology ◽  
Non Destructive

GPR is an effective non-destructive testing technology. This paper introduces its composition principle and operation method, explains the process of parameter setting and image optimization, obtains the dielectric constant of 10000 points, compares it with the density, and then obtains the uniformity distribution law of construction quality based on image. By calibrating the thickness of the road surface, the effective detection of road diseases can be realized, and the theoretical basis and practical application conditions of GPR technology can be clarified.

scholarly journals A Theoretical Model with Which to Safely Optimize the Configuration of Hydraulic Suspension of Modular Trailers in Special Road Transport

2020 ◽  
Vol 11 (1) ◽  
pp. 305
Author(s):  
Rubén Escribano-García ◽  
Marina Corral-Bobadilla ◽  
Fátima Somovilla-Gómez ◽  
Rubén Lostado-Lorza ◽  
Ash Ahmed
Keyword(s):  
Theoretical Model ◽  
Wind Turbine ◽  
Optimization Algorithm ◽  
Hydraulic Cylinder ◽  
Road Transport ◽  
Automatic Testing ◽  
Transport Systems ◽  
The Road ◽  
Proposed Model ◽  
On The Road

The dimensions and weight of machines, structures, and components that need to be transported safely by road are growing constantly. One of the safest and most widely used transport systems on the road today due to their versatility and configuration are modular trailers. These trailers have hydraulic pendulum axles that are that are attached in pairs to the rigid platform above. In turn, these modular trailers are subject to limitations on the load that each axle carries, the tipping angle, and the oil pressure of the suspension system in order to guarantee safe transport by road. Optimizing the configuration of these modular trailers accurately and safely is a complex task. Factors to be considered include the load’s characteristics, the trailer’s mechanical properties, and road route conditions including the road’s slope and camber, precipitation and direction, and force of the wind. This paper presents a theoretical model that can be used for the optimal configuration of hydraulic cylinder suspension of special transport by road using modular trailers. It considers the previously mentioned factors and guarantees the safe stability of road transport. The proposed model was validated experimentally by placing a nacelle wind turbine at different points within a modular trailer. The weight of the wind turbine was 42,500 kg and its dimensions were 5133 × 2650 × 2975 mm. Once the proposed model was validated, an optimization algorithm was employed to find the optimal center of gravity for load, number of trailers, number of axles, oil pressures, and hydraulic configuration. The optimization algorithm was based on the iterative and automatic testing of the proposed model for different positions on the trailer and different hydraulic configurations. The optimization algorithm was tested with a cylindrical tank that weighed 108,500 kg and had dimensions of 19,500 × 3200 × 2500 mm. The results showed that the proposed model and optimization algorithm could safely optimize the configuration of the hydraulic suspension of modular trailers in special road transport, increase the accuracy and reliability of the calculation of the load configuration, save time, simplify the calculation process, and be easily implemented.

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