Alternative single-number indicator of longitudinal road unevenness

2009 ◽  
Vol 36 (3) ◽  
pp. 389-401 ◽  
Author(s):  
Oldřich Kropáč ◽  
Peter Múčka
Keyword(s):  
Subjective Rating ◽  
Vehicle Speed ◽  
International Roughness Index ◽  
The Road ◽  
Full Characterization ◽  
Power Spectral ◽  
Roughness Index ◽  
On The Road ◽  
Single Number

For the full characterization of the longitudinal road unevenness based on the road elevation power spectral density (PSD), at least two independent indicators are necessary: the unevenness index and the waviness. Yet, for road management purposes, single-number unevenness indicators are still required and a number of such indicators have been proposed to date. The main problem of this issue consists in an adequate combination of the two mentioned indicators to obtain a single indicator whose application would fulfil the requirements, which are sometimes contradictory. The importance of the interaction coupling between the road and the travelling vehicle, in which the vehicle speed also plays a significant role, is emphasized. An alternative single-number indicator is proposed based on the equivalent vibration response effect, which the uneven road causes on the traversing vehicle. Other approaches to this problem are briefly discussed using comparative examples, including the indirect approach, a proposal for the modification of the international roughness index (IRI), and an assessment of the subjective rating methods.

Longitudinal road unevenness with periodic components: Characterization and effects on people in a traversing vehicle and the loading of the pavement

2005 ◽  
Vol 219 (6) ◽  
pp. 773-790 ◽  
Author(s):  
O Kropáč ◽  
P Múčka
Keyword(s):  
Spectral Density ◽  
Power Spectral Density ◽  
Longitudinal Profile ◽  
International Roughness Index ◽  
Passenger Car ◽  
The Road ◽  
Power Spectral ◽  
Roughness Index ◽  
Pavement Structure ◽  
Periodic Components

Firstly, the effect of periodic components (undulation) appearing in the otherwise random longitudinal profile of road on standard indicators of random unevenness is studied. The power spectral density characterized by its parameters, i.e. the unevenness index and waviness, three band variances, and international roughness index are considered. Secondly, a series of simulation examples is given of the response of two planar vehicle models (a passenger car and a truck) traversing along the road with periodic components of longitudinal unevenness. The effects on people sitting in the vehicle and on the loading of the vehicle undercarriage and pavement structure are studied. The wavelengths of undulation and the running speeds that appear as most inconvenient are emphasized

scholarly journals A Study on the Road Conditions Assessment Obtained from International Roughness Index (IRI): Roughometer Vs Hawkeye

2019 ◽  
Vol 1 (2) ◽  
pp. 103-113
Author(s):  
Saleh Samsuri ◽  
Medis Surbakti ◽  
Ahmad Perwira Tarigan ◽  
Ridwan Anas
Keyword(s):  
P Value ◽  
Test Results ◽  
Class Iii ◽  
International Roughness Index ◽  
The Road ◽  
Measurement Results ◽  
Roughness Index ◽  
On The Road ◽  
Student’S T ◽  
National Road

Study is aimed to find out what is the representation of IRI (International Roughness Index) from the Roughometer results if it was used as substitute of IRI from the Hawkeye results on the road conditions assessment, which is the hawkeye device is included in the Class I category of roughness measurement devices, while the Roughometer is in the Class III. The Student’s t statistical operation is used to find the representation of IRI from the Roughometer results as substitute of IRI from the Hawkeye results. It is determined by analyzing the comparison of the mean values of both measurement results. The study was conducted on three national road sections in North Sumatra Province, namely: Bts. Kota Binjai – Bts. Kota Medan road with a length of 7,300 meters, Bts. Kota Tebing Tinggi – Bts. Kabupaten Simalungun road with a length of 18,800 meters, and Bts. Kabupaten Simalungun/Bts. Kabupaten Sergai road with a length of 15,000 meters. The IRI values were measured by using Roughometer and Hawkeye devices. The measurements were carried out with the survey team from the Center for Implementation of the National Road II Medan, which was also the facilitators in providing the survey equipment, Roughometer and Hawkeye. The statistical test results that the IRI values from the Roughometer measurement results were significantly different from the IRI values from the Hawkeye measurement results (Ho was rejected) because the Student’s t-test results for the three road sections showed that tcount > tcritical and p-value < 0.05. And the assessment of the road functional conditions using Roughometer showed the same results on one road section but worse results on the other two road sections compared to assessment of the functional conditions with Hawkeye. Based on the analysis results, it can be concluded that the IRI values from Roughometer were more conservative in representing the functional conditions of the road when used as a substitute for the IRI values from Hawkeye.

scholarly journals Vehicle response on kinematic excitation

2018 ◽  
Vol 211 ◽  
pp. 13001
Author(s):  
Veronika Valašková ◽  
Jozef Melcer
Keyword(s):  
Spectral Density ◽  
Frequency Domain ◽  
Power Spectral Density ◽  
Engineering Problem ◽  
Kinematic Excitation ◽  
The Road ◽  
Power Spectral ◽  
Road Profile ◽  
Vehicle Response ◽  
On The Road

The vehicle - roadway interaction is actual engineering problem solved on many workplaces in the world. At the present time preference is given to numerical and experimental approaches. Vehicle designers are interested in the vibration of the vehicle and the forces acting on the vehicle. Civil engineers are interested in the load acting on the road. Solution of the problem can be carried out in time or in frequency domain. Road unevenness is the main source of kinematic excitation of the vehicle and therefore the main source of dynamic forces acting both on the road and the vehicle. The offered article deals with one of the possibilities of numerical analysis of the vehicle response in frequency domain. It works with quarter model of the vehicle. For the selected computational model of the vehicle it quantifies the Frequency Response Functions (FRF) of both force and kinematic quantities. It considers the stochastic road profile. The Power Spectral Density (PSD) of the road profile is used as input value for the calculation of Power Spectral Density of the response. All calculations are carried out numerically in the environment of program system MATLAB. When we know the modules of FRF or the Power Response Factors (PRF) of vehicle model the calculation of vehicle response in frequency domain is fast and efficient.

scholarly journals Study of Pavement Condition Index (PCI) relationship with International Roughness Index (IRI) on Flexible Pavement.

2019 ◽  
Vol 258 ◽  
pp. 03019 ◽  
Author(s):  
Rijal Psalmen Hasibuan ◽  
Medis Sejahtera Surbakti
Keyword(s):  
Condition Index ◽  
International Roughness Index ◽  
Pavement Condition ◽  
The Road ◽  
Roughness Index ◽  
Pavement Condition Index ◽  
Local Roads ◽  
Actual Field ◽  
Two Parameters

Road is an infrastructure that built to support the movement of the vehicle from one place to another for different purposes. Today, it is often found damage to road infrastructure, both local roads, and arterial roads. Therefore, to keep the pavement condition to remain reliable, in Indonesia has a periodic program by conducting an objective functional inspection of roads regulated by Bina Marga using the International Roughness Index (IRI). However, the IRI examination is not sufficient to represent the actual field condition; it is necessary to perform subjective functional examination by appraising the road one of them is Pavement Condition Index (PCI, ASTM D 6433). This method has been widely applied in some countries because it has many advantages. However, to do this inspection requires considerable cost, then there needs to be a model to get the relationship between these two parameters of the road. The selected case study was arterial road segment in Medan City, that is in Medan inner ring road. Based on the results of the analysis, there is a difference between the functional conditions of PCI and IRI. The equation derived from these two parameters is by exponential regression equation, with equation IRI = 16.07exp-0.26PCI. with R2 of 59% with correlation coefficient value (r) of -0.768. The value of R2 indicates that PCI gives a strong influence on IRI value.

Modal Analysis of a Utility Bicycle From the Perspective of Riding Comfort

2019 ◽  
Author(s):  
Alberto Doria ◽  
Edoardo Marconi ◽  
Pierluca Cialoni
Keyword(s):  
Modal Testing ◽  
Vibration Modes ◽  
Response Functions ◽  
The Road ◽  
Power Spectral ◽  
Vehicle Structure ◽  
Power Spectral Densities ◽  
On The Road ◽  
The Relationship ◽  
Insight Into

Abstract The correlation between the modal properties and the comfort characteristics of a utility, step-through frame bicycle are investigated. In-plane modal testing of the vehicle is carried out both without and with the rider, and the major differences between the results obtained with the two conditions are highlighted. In order to have an insight into the contribution of the various bicycle components to the transmission of vibrations, the frequency response functions (FRFs) between the main interface points in the vehicle structure are measured and studied. Finally, the modal characteristics are compared with road tests data, emphasizing the relationship between the in-plane vibration modes and the main peaks in the acceleration power spectral densities (PSDs) measured on the road.

Customer Usage Based on Pseudo Damage

2017 ◽  
Author(s):  
Craig T. Altmann ◽  
John B. Ferris
Keyword(s):  
Performance Monitoring ◽  
International Roughness Index ◽  
The Road ◽  
Road Profile ◽  
Road Roughness ◽  
Federal Highway ◽  
Roughness Index ◽  
Average Annual Daily Traffic ◽  
Road Type ◽  
Early Design Stages

Modeling customer usage in vehicle applications is critical in performing durability simulations and analysis in early design stages. Currently, customer usage is typically based on road roughness (some measure of accumulated suspension travel), but vehicle damage does not vary linearly with the road roughness. Presently, a method for calculating a pseudo damage measure is developed based on the roughness of the road profile, specifically the International Roughness Index (IRI). The IRI and pseudo damage are combined to create a new measure referred to as the road roughness-insensitive pseudo damage. The road roughness-insensitive pseudo damage measure is tested using a weighted distribution of IRI values corresponding to the principal arterial (highways and freeways) road type from the Federal Highway Administration (FHWA) Highway Performance Monitoring System (HPMS) dataset. The weighted IRI distribution is determined using the number of unique IRI occurrences in the functional road type dataset and the Average Annual Daily Traffic (AADT) provided in the FHWA HPMS data.

Analysis of Dynamic Load Level of High-Speed Heavy Vehicle Imposed on Uneven Pavement

2011 ◽  
Vol 138-139 ◽  
pp. 146-152
Author(s):  
Guo He Guo ◽  
Yu Feng Bai ◽  
Tao Wang
Keyword(s):  
Dynamic Load ◽  
High Speed ◽  
Load Level ◽  
Heavy Vehicle ◽  
Vehicle Speed ◽  
Destructive Effect ◽  
The Road ◽  
Wide Range ◽  
On The Road ◽  
Factor Interaction

Based on the significant destructive effect of heavy vehicle on uneven roads, two simplified models of pavement unevenness and vehicle dynamic load were established in accordance with D'A lembert principle, and Matlab software was used to analyze the changing law of dynamic load under the conditions of different road unevenness, vehicle speed and load. The results show that vehicles running on uneven road may produce more cumulative damages than static load, and DLC (dynamic load coefficient) changes in wide range, maximum up to 2.0 or more; the effect of speed and load on dynamic load is complex, and due to multi-factor interaction, DLC doesn’t consistently increase or decrease with speed and load increasing. Although the dynamic load level caused by high-speed heavy vehicle is not necessarily too high, its impact on the road can not be ignored.

Effects of Speed Bumps and Humps on Motorcycle Speed Profiles

2014 ◽  
Vol 931-932 ◽  
pp. 536-540 ◽  
Author(s):  
Wichuda Satiennam ◽  
Thaned Satiennam ◽  
Pornsiri Urapa ◽  
Tussawan Phacharoen
Keyword(s):  
Developing Countries ◽  
Developed Countries ◽  
Vehicle Speed ◽  
Passenger Car ◽  
The Road ◽  
Acceleration Rate ◽  
Major Mode ◽  
Before And After ◽  
On The Road ◽  
Speed Humps

In developed countries, the use of speed humps and bumps have evolved from extensive research and testing which been properly designed and standardized. On the contrary in developing countries, no systematic and scientific studies have been carried out on that environment, especially the study on the effects that the motorcyclists response to the humps and bumps. This study therefore reveals the riders behavior when negotiating their speed to the devices. A case study was conducted in the provincial cities of Thailand where the motorcycle was a major mode of transportation. Six locations with speed humps and bumps were selected. Vehicles passing times were simultaneously recorded at 12 points along each traffic calmed link. From these data, a speed profile for each individual vehicle and for a link could be derived. It is found that speed humps and bumps have critically different impacts on motorcycle rider and passenger car driver. The smaller size speed bumps could effectively control the rider speed but have diverse impacts on the driver. These speed differences could post more safety deficiency to the site. The effect of the device on riders behavior, however, is restricted to a short spatial range (about 20-30 m before and after the device). For the speed humps, the motorcycle speeds are quite varied depending mainly on the road terrain. It is found that the motorcyclists have significant lower acceleration rate on the upgrade terrain when compared to the passenger car. Therefore, it is important to take all these rider characteristics into considerations when design the road humps to control vehicle speed in the developing countries.

Study on the Dynamic Wheel Load of Multi-Axle Vehicle Based on Distribute Loading Weight

2010 ◽  
Vol 159 ◽  
pp. 35-40
Author(s):  
Zhong Hong Dong
Keyword(s):  
Dynamic Load ◽  
Influence Factors ◽  
Vehicle Speed ◽  
Tire Pressure ◽  
Wheel Load ◽  
The Road ◽  
Road Roughness ◽  
Tire Stiffness ◽  
On The Road

To study the dynamic wheel load on the road, a dynamic multi-axle vehicle mode has been developed, which is based on distribute loading weight and treats tire stiffness as the function of tire pressure and wheel load. Taking a tractor-semitrailer as representative, the influence factors and the influence law of the dynamic load were studied. It is found that the load coefficient increases with the increase of road roughness, vehicle speed and tire pressure, yet it decreases with the increase of axle load. Combining the influences of road roughness, vehicle speed, axle load and tire pressure, the dynamic load coefficient is 1.14 for the level A road, 1.19 for the level B road, 1.27 for the level C road, and 1.36 for the level D road.

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