Abstract
In order to study the adhesion between tire and asphalt pavement, we established a finite element model of a hydroplaning, inflatable, patterned tire based on the coupled Eulerian–Lagrangian method and then validated the model’s applicability. We numerically calculated tire‐pavement adhesion curves for three types of pavement: asphalt concrete (AC), stone mastic asphalt (SMA), and open‐graded friction course (OGFC). In accordance with adhesion characteristic theory with regard to tires and asphalt pavements, we analyzed the influential factors that affect the adhesion characteristics of the tire‐asphalt pavement interface in an antilock braking system and under damp conditions. The results show that the adhesion between tire and pavement is related to the movement of the tire. In this study, the longitudinal adhesion coefficient for the tire‐pavement interface initially increased with an increase in the slip rate and then decreased. Once the slip rate was about 20 percent, the longitudinal adhesion reached its maximum value. In addition, we found that a deep surface macrotexture improved the hydroplaning speed of the tire when the water film was not too thick and the inflation pressure was high. Also, dry pavement led to better adhesion than a wet state in terms of specific mean profile depth. With the same water film thickness, the adhesion coefficient decreased with an increase in driving velocity. The OGFC pavement offered better skid resistance than both AC pavement and SMA pavement.
Highlights
Friction between tire and pavement has two distinct force components
In 1970, Dugoff, assuming that the contact area between tire and pavement was rectangular, determined the variation rule of tire longitudinal force with longitudinal slip rate according to the elastic deformation of the contact zone, and the results were in accordance with tests [5]. e LuGre model was first put forward in 1995 to approximate tire and road adhesion characteristics as strain characteristics
Using the simplified tire model as a mechanical element or actual experimental observation, this paper describes the relationship between the adhesion coefficient and the tire slip ratio when friction is produced between the tire and the road pavement. is paper does not include an intensive study of tire-pavement contact mechanisms, so the essential mechanisms of the adhesion coefficient and influential factors of the adhesion coefficients were not obtained. erefore, an environmentally friendly and timesaving method that can determine the mechanisms of tirepavement interactions is urgently needed for pavement skidresistance performance design
Summary
Friction between tire and pavement has two distinct force components. As a vehicle moves, the distribution of the vehicle load over the actual contact area is uneven, so the contact area changes constantly. e maximum friction coefficient may occur in any part of the contact area.erefore, adhesion characteristics should be considered when analyzing tire-pavement contact. Drivers are cautious and drive relatively slowly (i.e., low velocity) when driving on a slippery pavement surface. Under such conditions, the tires are partly in a water-skiing state [1], and due to the reduction in the tire-road contact area and gradual decrease of adhesion, the probability of traffic accidents greatly increases. To determine the mechanisms that determine tire and pavement interactions for different influential factors and under different conditions, researchers have developed many empirical models, half-empirical models, and simplified theoretical models to describe the relationship between longitudinal adhesion and slip rate. In 1993, the parameters of the Burckhardt model were varied according to pavement condition, which reflected the change in the longitudinal adhesion coefficient under different pavement conditions
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