Truck Wheel Research Articles

STUDY OF THE DYNAMICS OF TRUCK MOVEMENT ACROSS A BRIDGE CROSSING

This paper is the first comprehensive study of the dynamics of truck movement across a bridge crossing with defects on a road surface. A mathematical model of the dynamics of the truck movement across the bridge crossing is obtained. To confirm the adequacy of the proposed mathematical model, a comparative analysis of the results of theoretical and experimental studies was carried out. This approach makes it possible to determine the nature of the distribution of dynamic loads in areas where truck wheels contact with the road surface of the bridge crossing. This research was carried out within the framework of the project “Development of a load model based on the actual parameters of heavy rolling stock to determine the carrying capacity of road bridges during their restoration and operation in the war and post-war periods” under the competition “Science for the Reconstruction of Ukraine in the War and Post-War Periods” at the expense of grant support from the National Research Foundation of Ukraine.

Fatigue and Ultimate Strength Evaluation of GFRP-Reinforced, Laterally-Restrained, Full-Depth Precast Deck Panels with Developed UHPFRC-Filled Transverse Closure Strips

A depth precast deck panel (FDDP) is one element of the prefabricated bridge element and systems (PBES) that allows for quick un-shored assembly of the bridge deck on-site as part of the accelerated bridge construction (ABC) technology. This paper investigates the structural response of full-depth precast deck panels (FDDPs) constructed with new construction materials and connection details. FDDP is cast with normal strength concrete (NSC) and reinforced with high modulus (HM) glass fiber reinforced polymer (GFRP) ribbed bars. The panel-to-girder V-shape connections use the shear pockets to accommodate the clustering of the shear connectors. A novel transverse connection between panels has been developed, featuring three distinct female-to-female joint configurations, each with 175-mm projected GFRP bars extending from the FDDP into the closure strip, complemented by a female vertical shear key and filled with cementitious materials. The ultra-high performance fiber reinforced concrete (UHPFRC) was selectively used to joint-fill the 200-mm transverse joint between adjacent precast panels and the shear pockets connecting the panels to the supporting girders to ensure full shear interaction. Two actual-size FDDP specimens for each type of the three developed joints were erected to perform fatigue tests under the footprint of the Canadian Highway Bridge Design Code (CHBDC) truck wheel loading. The FDDP had a 200-mm thickness, 2500-mm width, and 2400-mm length in traffic direction; the rest was over braced steel twin girders. Two types of fatigue test were performed: incremental variable amplitude fatigue (VAF) loading and constant amplitude fatigue (CAF) loading, followed by monotonically loading the slab ultimate-to-collapse. It was observed that fatigue test results showed that the ultimate capacity of the slab under VAF loading or after 4 million cycles of CAF exceeded the factored design wheel load specified in the CHBDC. Also, the punching shear failure mode was dominant in all the tested FDDP specimens.

Particulate matter emissions from open pit mines; measurement methodologies, instruments, and research undertaken

Particulate matter is one of the primary pollutants in open pit mining operations. Measurements must be taken to control particulate matter created during open pit mining activities and to compare them to the regulatory limits. Numerous studies have been undertaken to estimate particulate matter emissions produced by open pit mining. It was discovered that the research were largely conducted on coal mines (69.4%), with little study done in other mining types. Research studies on particulate matter estimation took into consideration mostly machine characteristics (loader bucket volume, truck capacity, number of truck wheels etc.) and atmospheric conditions (air temperature, wind speed, relative humidity etc.). This study emphasizes on particulate matter measurement methods along with other measuring parameters and equipment for particulate matter estimation (TSP, PM10, PM4, PM2.5, and PM1).

Fiber Optic Sensor Based WIM System Innovation for Implementing Zero Over Dimension Overload

<p class="Abstract"><span lang="EN-US">Vehicles loaded with Over Dimension Overload (ODOL) cause damage to road infrastructure, traffic accidents, and endanger crossing transportation. ODOL vehicles also contribute to the death of people. This research focuses on characterizing the effect of moving loads on fiber optic light loss. Problem-solving approach through the optical fiber macrobending method. This research aims to be implemented in the WIM system concept. Macrobending comes from the weights contained in the body dump. The types of loading carried out are static and dynamic. Under dynamic loading, the speed variation is 0.1 m/s, 0.2m/s, and 0.3 m/s. The research results show that the greater the loading value, the greater the attenuation value of the optical fiber. This research applies to all three speed variations of the dummy dump truck, both front and rear wheels. Apart from that, the best sensitivity value is found at a speed variation of 0.1 m/s. The value is 2.029. This data can be used as a reference for the most recommended speed when a loaded vehicle passes through a fiber optic sensor-based WIM system.</span></p>

РАЗРАБОТКА СПЕЧЕННОГО ФРИКЦИОННОГО МАТЕРИАЛА ДЛЯ ГИДРОТРАНСФОРМАТОРА ГМП САМОСВАЛОВ БЕЛАЗ

The torque converter is designed to transmit mechanical energy from the engine through a circulating fluid flow and automatically steplessly changes, within certain limits, the angular speed and transmitted torque depending on the load on the dump truck wheels. The torque converter makes it possible to achieve low speeds of the dump truck with increased traction on the drive wheels, ensures stable engine operation when the load changes, and also helps reduce dynamic loads in the dump truck transmission. The paper presents the results of a study of the effect of iron-chromium alloy powder ПХ30 (PKh30) on increasing the performance properties of sintered friction material for use in the torque converter locking clutch of a hydromechanical transmission. This is achieved due to the high physical and mechanical properties of PKh30, and the Cr23C6 layer formed during the sintering process with a thickness of up to 6 μm. It is established that the introduction of 10–40 vol.% of PKh30 powder helps to increase the friction coefficient from 0.042 to 0.075, with the maximum content being 28 %. Based on the data obtained, the composition of the composite friction material ФМ-15 (FM-15) was developed and patented. The manufactured friction discs, installed and operated in the hydromechanical transmission torque converter of the BELAZ-7555E mining dump truck with a load capacity of 60 tons, showed high performance properties. The developed composition of the friction material is also used in the friction clutches of the loading and hauling machine MoAZ-40751 with a load capacity of 16 tons and the loading and transport mine machine MoAZ-75851 with a load capacity of 50 tons with an electronic-hydraulic automatic control system. The study of tribological properties was carried out on a friction machine ИМ 58 (IM 58). The morphology of the friction surface was studied on a scanning electron microscope MIRA (Czech Republic) with an INCA 350 micro-X-ray spectral attachment from Oxford Instruments (United Kingdom). Phase composition was determined on an Ultima IV X-ray diffractometer of Rigaku Company (Japan) in CuKα radiation at an X-ray tube voltage of 40 kV, anode current of 40 mA.

Finite Element Method Analysis of Potential Shaft Breakage in Truck Wheel Drive Due to Initial Crack

The need for truck transportation in the city of Langsa is increasing. This is because the residents of Langsa use trucks as a means of transporting palm oil from plantations. Engine component failures are often experienced in every mechanical construction, and these failures are marked by the breaking of these engine components. Cracks become one of the potential sources of failure in the machine structure. There is a need to detect cracks in the shaft at an early stage to prevent damage. Therefore, it should be investigated using appropriate techniques at the early stage of crack formation. The purpose of this research is to find the potential source of shaft fracture relative to the initial crack location on the shaft. This research method is carried out by determining the same initial crack dimensions at two different locations. The initial crack locations are determined through a case study of frequent fractures in the fillet spline and fillet flange locations. The calculation results show that the permissible stress of the shaft is 80.7 MPa. The finite element method simulation results show that the maximum shear stress value on the shaft without an initial crack is 65.234 MPa, on the shaft with an initial crack in the fillet spline location is 69.654 MPa, and on the shaft with an initial crack in the fillet flange location is 78.79 MPa. The finite element method simulation results also show that the von Mises shear stress value on the shaft without an initial crack is 113.29 MPa, on the shaft with an initial crack in the fillet spline location is 120.66 MPa, and on the shaft with an initial crack in the fillet flange location is 137.23 MPa. The finite element method simulation results further show that the von Mises shear strain value on the shaft without an initial crack is 0.000567, on the shaft with an initial crack in the fillet spline location is 0.000630, and on the shaft with an initial crack in the fillet flange location is 0.000693. In conclusion, the potential source of failure experienced by the shaft between the two locations of frequent failure is the shaft with an initial crack in the fillet flange location.

A time fractional model of a Maxwell nanofluid through a channel flow with applications in grease

Several scientists are interested in recent developments in nanotechnology and nanoscience. Grease is an essential component of many machines and engines because it helps keep them cool by reducing friction between their various elements. In sealed life applications including centralized lubrication systems, electrical motors, bearings, logging and mining machinery, truck wheel hubs, construction, landscaping, and gearboxes, greases are also utilized. Nanoparticles are added to convectional grease to improve its cooling and lubricating properties. More specifically, the current study goal is to investigate open channel flow while taking grease into account as a Maxwell fluid with MoS2 nanoparticles suspended in it. The Caputo-Fabrizio time-fractional derivative is used to convert the issue from a linked classical order PDE to a local fractional model. To determine the precise solutions for the velocity, temperature, and concentration distributions, two integral transform techniques the finite Fourier sine and the Laplace transform technique are jointly utilized. The resultant answers are physically explored and displayed using various graphs. It is important to note that the fractional model, which offers a variety of integral curves, more accurately depicts the flow behavior than the classical model. Skin friction, the Nusselt number, and the Sherwood number are engineering-related numbers that are quantitatively determined and displayed in tabular form. It is determined that adding MoS2 nanoparticles to grease causes a 19.1146% increase in heat transmission and a 2.5122% decrease in mass transfer. The results obtained in this work are compared with published literature for the accuracy purpose.

Structural Behavior of Bridge Deck Slabs Made with GFRP-Reinforced Lightweight Self-Consolidating Concrete

The use of lightweight self-consolidating concrete (LWSCC) has significantly increased due to enhanced mix designs and its projected lower overall costs than normal-weight concrete. Accelerated bridge construction (ABC) has become a common alternative to conventional construction techniques. The use of LWSCC in ABC will reduce structural loads and expedite transportation and installation of precast bridge elements. Limited research, however, has investigated LWSCC bridge elements reinforced with glass fiber–reinforced polymer (GFRP) bars. This paper reports on the performance of full-scale edge-restrained bridge deck slabs (simulating slab-on-girder bridges) fabricated with LWSCC reinforced with GFRP bars. The test specimens included three edge-restrained slabs and one unrestrained slab for comparison. The test specimens were 3,000 mm long × 2,500 mm wide × 200 mm thick and were tested up to failure under a concentrated load simulating the footprint of a standard CL-625 truck wheel load (87.5 kN) defined in current design codes. The investigated parameters were (1) reinforcement ratio; (2) top reinforcement; and (3) effect of edge-restraining. The cracking behavior, ultimate capacity, deflection, and concrete and reinforcement strains of the specimens were presented and discussed. In addition, the punching-shear capacity of the tested specimens was assessed with the currently recommended design equations. The test results indicate that the overall performance of LWSCC deck slabs reinforced with GFRP bars is similar to such structures made with normal-weight concrete.

Analysis of Automobile Wheel Counting using Novel adaboosting Algorithm with Accuracy Compared to Logistic Regression Algorithm

Aim: In order to determine the accuracy of a realtime traffic management system, this work compares novel adaboosting and logistic regression methods to forecast the AutoMobile Wheel Movement Counting. Materials and Methods: The dataset utilized in this article contains 12 columns or attributes and a total of 10,684 rows. The columns in the dataset are named Car Wheels, Bicycle Wheels, Motorcycle Wheels, and Truck Wheels. The data source link provided a sample size of 1,340 records. A Novel adaboosting algorithm (N=20) and Logistic regression (N=20) iterations are simulated by various parameters and automate vehicle monitoring systems to optimize the pH. The 40 iterations were calculated using CilnCal with G power 80% and CI of 95%. Results: Based on obtained results Novel adaboosting Algorithm has significantly better accuracy (84.71%) compared to Logistic regression Algorithm accuracy (80.60%). Statistical significance difference between Novel adaboosting and Logistic regression algorithm was found to be p=0.013 (Independent Sample T Test p<0.05). Conclusion: Novel adaboosting algorithms provide better results in Finding Road Traffic counting than Logistic regression algorithms.

Research and Measuring Technology Needs to Better Model and Measure Fatigue Crack Development of Thinly Surfaced Asphalt Road Pavements

The root cause of premature failures in relatively thin (<50 mm) asphalt surfaced roads is often a challenge to solve during forensic investigations in South Africa (SA). This description is based on peer review type discussions with forensic investigations experts as well as published research papers. The areas of ignorance or areas where research effort is needed are identified. These observations serve to identify areas of new knowledge needed in terms of actual verification with measurements, measurement technology, and modeling of the observed phenomena. The main objectives of this discussion paper are to highlight the evolution of distress development in asphalt layers starting from the identification and description of the kind of microcracks, effects of microcracks in the debonding of the asphalt layer from lower layer, and vehicle–pavement interactions (VPI) of moving truck wheels focusing on the thin asphalt layer. Specific reference is made to the need to measure and model the effects of bow waves in front of and next to the loaded rolling wheel.

Impact of sulfate damage on the behavior of full-scale concrete bridge deck slabs reinforced with FRP bars

This paper is aimed to analyze the performance of reinforced-with-FRP, sulfate-damaged concrete bridge deck slabs under concentrated loads, using the nonlinear finite element analysis (NLFEA) method. For experimentation purposes, twenty-seven full-scale models have been prepared to simulate concrete bridge deck slabs, with a length of 3000 mm and a width of 2500 mm. The parameters of the study were: (i) type of reinforcement, as three types were tested: glass FRP (GFRP), carbon FRP (CFRP), and steel; (ii) bottom transverse reinforcement ratio (ρ = 0.38, 0.46, and 0.57); and (iii) sulfate damage level, which consisted of three levels: Level 0 (undamaged), level 1 (73 days), and level 2 (123 days). All of the slabs models were equipped with two parallel girders of steel as supporters. To be able to analyze the models' performance up till failure, the load exerted by sustained truck wheels (87.5 kN CL-625 truck) was simulated by subjecting each slab model to a monotonic single concentrated load, with a contact area of 600 × 250 mm, at the center of the models. The simulated models encountered a punching shear mode of failure. The analysis showed that the models that were strengthened with CFRP and GFRP bars exhibited a remarkable improvement in the models': ultimate load, elastic stiffness, post-cracking stiffness, elastic energy absorption, and post-cracking energy; whereas, there was less influence on the models' ultimate deflection, compared to the ones strengthened with steel.

Truck-Lifting Prevention System Based on Vision Tracking for Container-Lifting Operation

Truck-lifting accidents are common in container-lifting operations. Previously, the operation sites are needed to arrange workers for observation and guidance. However, with the development of automated equipment in container terminals, an automated accident detection method is required to replace manual workers. Considering the development of vision detection and tracking algorithms, this study designed a vision-based truck-lifting prevention system. This system uses a camera to detect and track the movement of the truck wheel hub during the operation to determine whether the truck chassis is being lifted. The hardware device of this system is easy to install and has good versatility for most container-lifting equipment. The accident detection algorithm combines convolutional neural network detection, traditional image processing, and a multitarget tracking algorithm to calculate the displacement and posture information of the truck during the operation. The experiments show that the measurement accuracy of this system reaches 52 mm, and it can effectively distinguish the trajectories of different wheel hubs, meeting the requirements for detecting lifting accidents.

Research on the Common Faults and Strategies in the Overhauling of Railway Truck Wheel and Axle

Research on the Common Faults and Strategies in the Overhauling of Railway Truck Wheel and Axle

Thermomechanical characterization of metal-polyurethane bonded joints: effect of manufacturing parameters and working temperature

ABSTRACT Metal-elastomer bonded joints are typical of different industrial applications, specifically pallet truck wheels, where the solid elastomeric layer is bonded to the metal body. This paper focuses on the effect of manufacturing parameters and working temperature, on the shear strength of a metal-elastomer bonded joint. Through a comprehensive experimental test plan, the paper investigates the effect of thermal conditioning of the adhesive, shot peening of the metal adherend, type of solvent-based adhesive, and working temperature of the joint. The test plan uses a TAST-like specimen with a sandwich configuration (metal-elastomer-metal), loaded in order to originate a nearly pure-shear stress state. The results show which parameters influence most the shear strength of the joint helping the designer in maximizing the load-carrying capacity of the joint.

Simple Method for Incorporating Lateral Wheel Wander in the Computation of Fatigue Damage in New Flexible Pavement Structures

The lateral position of trucks wheels when they pass over the pavement is not the same for all trucks. This variation in the lateral position of truck wheels is called wheel wander, and it is generally assumed to follow a normal distribution. For pavement design purposes, it is assumed that the standard deviation of this normal distribution is 250 mm. The lateral wheel wander reduces the accumulation of damage in a given point inside the pavement structure and therefore prolongs the fatigue life of pavements. The lack of lateral wander causes stress concentrations and therefore increased damage and distresses to pavements. This paper describes a method for incorporating any distribution for lateral wheel wander in the estimation of damage in flexible pavement structures using matrix construction and multiplication. This method was applied for two different pavement structures and several standard deviations of wheel wander. The results show that the lateral wheel wander phenomenon decreases the induced fatigue damages in the pavement structures when compared to that caused by channelized traffic (no wander). The results also show that the effect of wheel wander on the induced fatigue damage is less in thicker pavement. The equivalent axle load factor between distributed and channelized lateral wheel wander were calculated to demonstrate the effect of different standard deviations of wheel wander on the induced fatigue damage.

Nonlinear finite element analysis of full-scale concrete bridge deck slabs reinforced with FRP bars

Bridges with reinforced concrete deck slabs are more vulnerable to environmental-induced deterioration mainly due to corrosion. Carbon and glass fiber reinforced polymer (FRP) bars are getting attention as an alternative to steel bars to enhance the overall performance of the concrete bridge deck slabs and minimize corrosion-induced deteriorations. This study presents a 3D nonlinear finite element analysis (NLFEA) simulating the response of full-scale concrete bridge deck slabs reinforced with FRP bars. A control slab model was developed initially and properly calibrated and validated against published independent experimental results. A parametric study was then conducted through creating 27 NLFEA models with different parameters: concrete compressive strength, reinforcement type (glass FRP, carbon FRP, and steel), and bottom transverse reinforcement ratio. Monotonic single concentrated load was applied at the center of the concrete deck slab over a contact area of 600 mm × 250 mm, simulating the footprint of sustained truck wheel load. The CFRP and GFRP bars reinforcement of bridge deck slabs had superior effects on the ultimate load, elastic stiffness, post cracking stiffness, elastic energy absorption and post cracking energy and a little impact on ultimate deflection compared with steel reinforcement. Punching shear failure with a very similar cracking pattern was observed almost in all slabs and the bottom transverse reinforcement ratio is the main parameter affecting the tensile strains. For all slabs reinforced with GFRP and CFRP bars, the maximum measured strains in the bars at failure were less than 50% of their ultimate strain. Increasing concrete compressive strength will increase the ultimate load capacity and corresponding deflection of the slab.

DESIGN OF ANTI-SLIP SHOES FOR 12 TON PALM OIL TRUCK WHEELS

The rainy season will have a severe problem to the transportation sector (including heavy-duty trucks) in the off-road area in Indonesia, especially in areas that do not have permanent access roads (asphalt or concrete roads). For heavy vehicles, especially oil palm transport trucks will experience such obstacles, including slippage when crossing muddy dirt roads, and it will have an impact on the logistics delivery process. Therefore, it is necessary to design a support system, especially on the wheels, to reduce the risk of skidding or rolling on truck-type vehicles. In this work, the design of the anti-slip shoe wheels of the colt diesel double type truck (CDD) is used on the rear-wheel-drive as a tool for handling the slippage. In this design, the maximum traction factor of the wheels based on the calculation on the rolling resistance should be higher than 594 kg. The next step is to determine the value of soil cohesion and soil internal friction angle obtained from the previous studies. In this study, a calculation simulation was carried out to accomplish the design of the main components of the anti-slip of a truck wheel in the form of a traction rod fin. The design is namely U channel profile steel based on SNI 07-0052-2006 type U50, U65, and U80 with dimensions of the fin depth (z) are 3.8 cm, 4.2 cm, and 4.5 cm and length of 30 cm. The results show that the three types of U channel iron used for the anti-slip shoes are useful for freeing trucks from slippage with a total load of 12 tons. Thus, the truck will be safe when crossing the muddy roads with clay, muddy clay, and sandy loam under the following conditions: minimum cohesion number of 0.008 kg/cm2, minimum internal friction angle in the soil of 4.631°, and the maximum water content of 59.6%.

Desain Sepatu Antiselip untuk Roda Truk Colt Diesel di Jalan Berlumpur

The rains will make a serious problem for the transportation sector in Indonesia, especially in areas that do not have permanent access roads (asphalt or concrete roads). Heavy vehicles such as oil palm trucks will go into the skid when crossing muddy dirt roads, and it makes an impact on the logistics delivery process. It is necessary for designing a support system, especially on the part of the wheel, to reduce the risk of skidding or rolling. Anti-slip shoe wheels of the colt diesel double (CDD) type truck is used on the rear-wheel-drive as a tool for handling slippage. Calculations and corrections are performed for maximum traction of the ground rolling resistance at ≥ 396 kg. Furthermore, the value of soil cohesion and soil shear angle was determined from the previous studies. In this study, a calculation simulation was carried out to obtain the design of the main components of an antislip wheel of a truck, which is in the form of a traction rod fin using steel UNP SNI 07-0052-2006 with a fin depth of 4.5 cm and a length of 20 cm. These dimensions are effective enough to increase the truck wheel traction of 8 tons when used to cross muddy roads with a maximum water content of 59.6% and a minimum cohesion value of land (C) of 0.108 kg/cm2

Dynamic Pavement Response Analysis under Moving Truck Loads with Random Amplitudes

AbstractThe objective of this paper is to analyze dynamic responses of asphalt pavements induced by random loads under moving truck wheels due to surface roughness. A full-vehicle model was applied...

Damping of the track horizontal, transversal vibrations

Knowledge of the oscillation process nature in horizontal plane across the track allows selecting the way of damping for reducing decrease of strength properties of polymer gaskets, rails, sleepers and earthworks under effect of horizontal vibrodynamic loads occurring during the rolling stock movement. Maximum horizontal deformation of polymer gaskets across the track does not exceed 10% therefore stress and deformation of polymer material can be done using the Hooke’s law.This is the first systematization of formulae for calculation of polymer gaskets, as well as the first resolution of the task when not pure shear takes place under effect of tangential stresses with simultaneous effect of vertical load. Damping coefficient of polyurethane gaskets is the same as for rubber gaskets; however, their service life is 2.5 times longer.Based on the presented physical mesomechanics it is demonstrated regarding the surface layer of two metal bodies contact under significant load that the surface mesolayer has damping properties, and vibrating oscillations occurring in the truck wheels when rolling stock moves on the rails will be reflected from the contact pad. The process of wheel and rail sliding in transversal direction is accompanied with increase of the total rolling friction and noise, elevated wear and tear of rails and wheel rims. In order to reduce transversal deformations and amplitude of the rails and sleepers torsion oscillations during rolling movement it is proposed to change the shape of polyurethane gaskets. Gaskets with variable thickness will more effectively reflect the shear transversal oscillating waves and reduce transversal forces.