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1
Hernandez, Jaime A., and Imad L. Al-Qadi. "Tire–pavement interaction modelling: hyperelastic tire and elastic pavement." Road Materials and Pavement Design 18, no. 5 (July 19, 2016): 1067–83. http://dx.doi.org/10.1080/14680629.2016.1206485.
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Kaliske, Michael, Ines Wollny, Ronny Behnke, and Christoph Zopf. "Holistic Analysis of the Coupled Vehicle-Tire-Pavement System for the Design of Durable Pavements." Tire Science and Technology 43, no. 2 (April 1, 2015): 86–116. http://dx.doi.org/10.2346/tire.15.430203.
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ABSTRACT Pavements—an important part of worldwide infrastructure—are exposed to increasing traffic loads, new tire and vehicle concepts, and climate change. The future design of durable pavement structures requires a deep knowledge of the interactions in the coupled system of vehicle, tire, and pavement and the structural behavior of each subsystem. This paper includes recent research results in the field of tire and pavement modeling and their interaction. Furthermore, the concept for a holistic analysis of the coupled vehicle-tire-pavement system for the design of durable pavements is presented. For a realistic and numerical efficient computation of tire-pavement interaction that considers rolling contact, both subsystems are modeled using the finite element (FE) method based on an arbitrary Lagrangian Eulerian (ALE) formulation that includes inelastic material descriptions. Additionally, thermo-mechanical effects are considered for the tire computation. The base of the structural FE-ALE pavement model is the realistic numerical description of the elastic, viscous, and plastic behavior of asphalt mixes. Although initial results in the field of tire-pavement interaction were reached, much research has to be carried out to gain deeper knowledge of the coupled vehicle-tire-pavement system that includes detailed models of the subsystems and their interaction, as well as experimental investigations. The research group FOR 2089 will deal with this topic and will take the different length and timescales in particular into account.
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Zhang, Qingtao, Lingxiao Shangguan, Tao Li, Xianyong Ma, Yunfei Yin, and Zejiao Dong. "Tire–Pavement Interaction Simulation Based on Finite Element Model and Response Surface Methodology." Computation 11, no. 9 (September 18, 2023): 186. http://dx.doi.org/10.3390/computation11090186.
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Acquiring accurate tire–pavement interaction information is crucial for pavement mechanical analysis and pavement maintenance. This paper combines the tire finite element model (FEM) and response surface methodology (RSM) to obtain tire–pavement interaction information and to analyze the pavement structure response under different loading conditions. A set of experiments was initially designed through the Box–Behnken design (BBD) method to obtain input and output variables for RSM calibration. The resultant RSM was evaluated accurately using the analysis of variance (ANOVA) approach. Then, tire loading simulations were conducted under different magnitudes of static loading using the optimal parameter combination obtained from the RSM. The results show that the deviations between the simulations and the real test results were mostly below 5%, validating the effectiveness of the tire FEM. Additionally, three different dynamic conditions—including free rolling, full brake, and full traction—were simulated by altering the tire rolling angle and translational velocities. Finally, the pavement mechanical response under the three rolling conditions was analyzed based on the tire–pavement contact feature.
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Zhu, Shengze, Xiuyu Liu, Qingqing Cao, and Xiaoming Huang. "Numerical Study of Tire Hydroplaning Based on Power Spectrum of Asphalt Pavement and Kinetic Friction Coefficient." Advances in Materials Science and Engineering 2017 (2017): 1–11. http://dx.doi.org/10.1155/2017/5843061.
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Hydroplaning is a driving phenomenon threating vehicle’s control stability and safety. It happens when tire rolls on wet pavement with high speed that hydrodynamic force uplifts the tire. Accurate numerical simulation to reveal the mechanism of hydroplaning and evaluate the function of relevant factors in this process is significant. In order to describe the friction behaviors of tire-pavement interaction, kinetic friction coefficient curve of tire rubber and asphalt pavement was obtained by combining pavement surface power spectrum and complex modulus of tread rubber through Persson’s friction theory. Finite element model of tire-fluid-pavement was established in ABAQUS, which was composed of a 225-40-R18 radial tire and three types of asphalt pavement covered with water film. Mechanical responses and physical behaviors of tire-pavement interaction were observed and compared with NASA equation to validate the applicability and accuracy of this model. Then contact force at tire-pavement interface and critical hydroplaning speed influenced by tire inflation pressure, water film thickness, and pavement types were investigated. The results show higher tire inflation pressure, thinner water film, and more abundant macrotexture enhancing hydroplaning speed. The results could be applied to predict hydroplaning speed on different asphalt pavement and improve pavement skid resistance design.
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Ding, Yangmin, and Hao Wang. "BEM-FEM Model for Truck Tire-Pavement Interaction Noise Prediction." Tire Science and Technology 44, no. 3 (July 1, 2016): 212–24. http://dx.doi.org/10.2346/tire.440301.
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ABSTRACT Tire-pavement interaction noise has become the dominant source of traffic noise for vehicular speeds greater than 30 mph, as the automotive engine and exhaust system noise are being effectively controlled. Compared with field testing for tire-pavement sound pressure measurement, this study develops an efficient boundary element method (BEM)/finite element method (FEM) model for tire-pavement interaction noise prediction for typical truck tires. The tire structure and modal characteristics of a semisteel radial truck tire are computed using the FEM, and the solution for the radiation acoustic fields caused by the vibration under harmonic excitations is based on the BEM. Application of this model is verified for simulation of the noise reduction performance of porous asphalt concrete with different porosity values. These results demonstrate the effectiveness of tire-pavement interaction noise prediction with the BEM/FEM model. Further research will be conducted with the noise excitation resulting from pavement surface texture profiles.
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Machemehl, Randy B., Feng Wang, and Jorge A. Prozzi. "Analytical Study of Effects of Truck Tire Pressure on Pavements with Measured Tire–Pavement Contact Stress Data." Transportation Research Record: Journal of the Transportation Research Board 1919, no. 1 (January 2005): 111–20. http://dx.doi.org/10.1177/0361198105191900112.
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Truck tire inflation pressure plays an important role in the tire–pavement interaction process. As a conventional approximation method in many pavement studies, tire–pavement contact stress is frequently assumed to be uniformly distributed over a circular contact area and to be simply equal to the tire pressure. However, recent studies have demonstrated that the tire–pavement contact stress is far from uniformly distributed. Measured tire–pavement contact stress data were input into an elastic multilayer pavement analysis program to compute pavement immediate responses. Two asphalt concrete pavement structures, a thick pavement and a thin pavement, were investigated. Major pavement responses at locations in the pavement structures were computed with the measured tire–pavement contact stress data and were compared with the conventional method. The computation results showed that the conventional method tends to underestimate pavement responses at low tire pressures and to overestimate pavement responses at high tire pressures. A two-way analysis of variance model was used to compare the pavement responses to identify the effects of truck tire pressure on immediate pavement responses. Statistical analysis found that tire pressure was significantly related to tensile strains at the bottom of the asphalt concrete layer and stresses near the pavement surface for both the thick and thin pavement structures. However, tire pressure effects on vertical strain at the top of the subgrade were minor, especially in the thick pavement.
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Li, Tan, Ricardo Burdisso, and Corina Sandu. "Effect of Rubber Hardness and Tire Size on Tire-Pavement Interaction Noise." Tire Science and Technology 47, no. 4 (October 1, 2019): 258–79. http://dx.doi.org/10.2346/tire.18.460412.
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ABSTRACT Tire-pavement interaction noise (TPIN) is a dominant noise source for passenger cars and trucks above 25 mph (40 km/h) and above 43 mph (70 km/h), respectively. TPIN is generated due to excitations of the tread pattern and pavement texture. For the same tread pattern and pavement texture at the same speed, TPIN might also be influenced by the tire structure (e.g., the tread rubber hardness and tire size). In the present study, 42 tires with different rubber hardnesses and/or tire sizes were tested at five different speeds (45–65 mph, i.e., 72–105 km/h) on a nonporous asphalt pavement (a section of U.S. Route 460, both eastbound and westbound). An on-board sound intensity system was instrumented on the test vehicle to collect the tire noise data at both the leading edge and the trailing edge of the contact patch. An optical sensor recording the once-per-revolution signal was also installed to monitor the vehicle speed and, more importantly, to provide the data needed to perform the order-tracking analysis to break down the tire noise into two components. These two components are the tread pattern noise and the non–tread pattern noise. It is concluded that for the nonporous asphalt pavement tested, the non–tread pattern noise increases with rubber hardness by ∼0.23 dBA/Shore A. The tire carcass width (section width plus two times section height) influences the central frequencies of the non–tread pattern noise spectrum; the central frequencies decrease as the tire carcass width increases.
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Ruhala, Richard, Courtney Burroughs, and Laura Ruhala. "Comparison of roadwheel and roadway noise generated by a mono-pitch tire tread." INTER-NOISE and NOISE-CON Congress and Conference Proceedings 263, no. 3 (August 1, 2021): 3571–83. http://dx.doi.org/10.3397/in-2021-2455.
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Tire-pavement interaction noise (TPIN, aka tire-road noise or tyre-road noise) is most efficiently measured in acoustically controlled laboratories with large diameter roadwheels (drums) that have surface treatments which replicate some pavement properties, especially when comparing the acoustic performance of different tires. However, it is not clear how closely the roadwheel replicates the road surface, including differences that include road curvature and mechanical impedance of pavements. On the other hand, measuring on a moving vehicle with a microphone array presents it own set of challenges. In this study, a Nearfield Acoustical Holography (NAH) method is used to measure tire/pavement interaction noise on roadways and roadwheels with similar smooth pavement and rough pavement properties. Sound intensity fields, overall sound power levels, and sound pressure levels are reconstructed very close to the tire surface. An experimental passenger car tire with a mono-pitch tread is used in this study. The experimental tire has three circumferential grooves and 64 equally spaced transverse grooves cut into the tread. Differences in sound fields and levels between roadway and roadwheel test conditions for this tire are shown.
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Yang, Jia Sheng, Tien Fang Fwa, Ghim Ping Ong, and Chye Heng Chew. "Finite-Element Analysis of Effect of Wide-Base Tire on Tire-Pavement Noise." Advanced Materials Research 723 (August 2013): 105–12. http://dx.doi.org/10.4028/www.scientific.net/amr.723.105.
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This paper investigates the effect of tire width to tire-pavement noise. A tire-pavement noise numerical model in the near field has been developed using the three-dimensional finite-element method, and performed in the standard FEM code package ADINA. The model is composed of two main components: a rolling tire pavement interaction model and a sound propagation model. The tire width studied ranged from 180 to 210 mm. The computer simulation model was calibrated and validated using experimental results made available from past research. From the simulation results, it was found that tire width has a noticeable effect on tire-pavement noise. In particular, it was found that tires with wider base were found to produce higher noise levels.
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Yu, Miao, Yao Kong, Zhanping You, Jue Li, Liming Yang, and Lingyun Kong. "Anti-Skid Characteristics of Asphalt Pavement Based on Partial Tire Aquaplane Conditions." Materials 15, no. 14 (July 17, 2022): 4976. http://dx.doi.org/10.3390/ma15144976.
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This study presented a finite element model of radial tire–asphalt pavement interaction using ABAQUS 6.14 software to investigate the skid resistance properties of asphalt pavement under partial tire aquaplane conditions. Firstly, the pavement profile datum acquired by laser scanning were imported to Finite Element Analysis (FEA) software to conduct the pavement modeling. Secondly, a steady state rolling analysis of a tire on three types of asphalt pavements under drying conditions was carried out. Variation laws of the friction coefficient of the radial tire on different pavements with different pavement textures, tire pressures, and loads on the tire were examined. Subsequently, calculation results of the steady state rolling analysis were transmitted to dynamic explicit analysis, and an aquaplane model of a radial tire on asphalt pavements was built by inputting the flow Euler grids. The tire–pavement adhesive characteristics under partial aquaplane conditions are discussed regarding the aquaplane model. Influences of the thickness of water film, the texture of asphalt pavement, and the rolling speed of the tire on the vertical pavement-tire contact force are analyzed. It is found that the vertical contact force between open graded friction course (OGFC) pavement and tire is the highest, followed by stone mastic asphalt (SMA) pavement and dense graded asphalt concrete (AC) pavement surface. The vertical contact force between tire and pavement will be greatly reduced, even with increasing speed or water film thickness. As tire speed increases from 70 km/h to 130 km/h, the tire–pavement contact force is reduced by about 25%. Moreover, when the thickness of water film increases from 0 (dry condition) to 4 mm and then to 12 mm, the vertical contact force reduced 50% and 15%, respectively, compared with under the dry contact condition. This study provided a key theoretical reference for safe driving on wet pavements.
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Shubber, Ammar A. M., Rasha H. A. Al-Rubaee, and Mustafa Hadi Taher. "Study the Effect of Parameters on Tire-Pavement Interaction Noise (TPIN)." E3S Web of Conferences 427 (2023): 03016. http://dx.doi.org/10.1051/e3sconf/202342703016.
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The present study was prepared to determine the effect of different parameters on tire-pavement Interaction noise (TPIN). TPIN was calculated utilizing the Onboard Sound Intensity Method (OBSI) using apparatus Lutron 801 sound level meter single probe 1 kHz of one microphone is placed at the right back test tire with a specific distance. A total of 30 sections were selected for the main roads in Baghdad city, with 134 meters for each test section in length. TPIN data was calculated for various parameters such as different pavement types, various test vehicles, different speeds (40, 56, and 72) km/h, various types of tires, different pavement aging, and different mean texture depth (MTD) values Which is measured by a sand patch test. The sound intensity dBA increases when MTD value and vehicle speed increase in both types of pavements. On the other hand, the sound intensity dBA increases when age increases for asphalt pavement type while it decreases in asphalt concrete pavement type. In addition, the sound intensity dBA in the asphalt pavement type is lower than in the asphalt concrete pavement when compared to the condition of the new pavement. The opposite is in the case of old pavement surfaces. As well as, the sound intensity dBA in Bus is greater than in the passenger car, and the silver stone tire is lower than the Dunlop tire in the passenger car. Finally, it is concluded that TPIN may be reduced or increased due to the effect of different parameters.
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Mun, Sungho, and Dae-Seung Cho. "Noise measuring technique and field evaluation based on the effects of vehicles and pavement types." Canadian Journal of Civil Engineering 36, no. 11 (November 2009): 1816–24. http://dx.doi.org/10.1139/l09-106.
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A measuring technique for tire–pavement interaction noise (coast-by noise) that uses a proposed close proximity (CPX) method equipped with surface microphones has been employed to perform pavement noise evaluations on nine different pavement sections as well as two on-site highways. Through field tests, the appropriate noise measuring procedures have been developed and validated for evaluating light and heavy vehicles and various pavement surfaces at varying vehicle speeds. The results show that tire–pavement noise levels vary widely according to the various surface types, vehicle types, and vehicle speeds. In addition, it was found that power-by noise (power-train plus tire–pavement interaction noise) measurements, based on the proposed CPX method, were able to determine the sound power levels used for outdoor sound propagation models.
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Guan, Jiaxi, Xinglin Zhou, Lu Liu, and Maoping Ran. "Measurement of Tire-Pavement Contact Tri-Axial Stress Distribution Based on Sensor Array." Coatings 13, no. 2 (February 12, 2023): 416. http://dx.doi.org/10.3390/coatings13020416.
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A tire’s three-dimensional stress for pavement is an important cause of asphalt pavement disease. In order to study the contact stress distribution between the tire and the pavement under real conditions, a sensor that can measure the tri-axial stress synchronously is designed, and a complete measurement system is established. The variation trend and stress value of tri-axial stress under steady rolling of the tire were obtained, and the stress distribution characteristics were analyzed. The results show that the stress in the three directions near the tire shoulder is greater than that in the crown area, and the stress peak moves gradually from front to back with the rolling of the tire. Compared with the simplified simulation model, these results provides valuable suggestions for exploring the real tire-pavement interaction.
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Staiano, Michael A. "Influence of pavement type and aggregate size on tire-pavement noise generation." Noise Control Engineering Journal 69, no. 2 (March 1, 2021): 162–72. http://dx.doi.org/10.3397/1/376916.
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Among the sources of vehicle noise, the interaction of tires with the pavement is the most important. Tire-pavement noise is the result of a number of generation and amplification mechanisms as the tire rolls along the pavement. These mechanisms tend to fall into independent low-frequency and high-frequency ranges. In this current study, 24 measured pavements were grouped by type and evaluated via multiple linear regression analyses with respect to vehicle speed and specified aggregate dimensions. The evaluation found that tire-pavement noise variation for a specific pavement type is explained largely by aggregate size. Tire-pavement noise tended to increase with aggregate size—a behavior consistently exhibited, for example, by SMA pavements. Porous asphalt pavements ranged from relatively quiet to relatively noisy depending upon aggregate size. The ultimate goal of this work is the development of methods enabling the design of quieter pavements using analytical means.
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Li, Shuo, Karen Zhu, Samy Noureldin, and Dwayne Harris. "Identifying Friction Variations with the Standard Smooth Tire for Network Pavement Inventory Friction Testing." Transportation Research Record: Journal of the Transportation Research Board 1905, no. 1 (January 2005): 157–65. http://dx.doi.org/10.1177/0361198105190500117.
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Because of the evident advantages associated with the smooth tire for the measurement of pavement friction, many highway agencies have become interested in the smooth tire. Pavement friction is the result of tire–pavement interaction. Because of the differences between ribbed and smooth tires, experiences with the ribbed tire may not apply to the smooth tire. Therefore, it is of great importance to evaluate those issues associated with the use of the smooth tire in network pavement inventory friction testing, such as variations in the friction testing system, seasonal friction variations, spatial friction variations, and temporal friction variations. The Indiana Department of Transportation (InDOT) has been using the smooth tire in the network pavement inventory friction test program since 1996. Large amounts of friction data have been obtained in the InDOT friction test track and network pavements. This paper presents the variations in the friction measurements obtained with the smooth tire because of testing system errors and seasonal and temperature effects. The paper also presents the spatial and temporal variations in the friction measurements. It was thought that the results provided in this paper would be useful for highway agencies for determination of test cycle, test spacing, and friction corrections for their network pavement inventory friction testing programs.
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Ding, Yangmin, Hao Wang, Junyu Qian, and Haichao Zhou. "Evaluation of Tire Rolling Resistance from Tire-Deformable Pavement Interaction Modeling." Journal of Transportation Engineering, Part B: Pavements 147, no. 3 (September 2021): 04021041. http://dx.doi.org/10.1061/jpeodx.0000295.
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Lu, Jiale, Baofeng Pan, Tiankai Che, and Dong Sha. "Discrete element analysis of friction performance for tire-road interaction." Industrial Lubrication and Tribology 72, no. 7 (April 27, 2020): 977–83. http://dx.doi.org/10.1108/ilt-11-2019-0499.
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Purpose This study aims to investigate the influence of surface texture distribution in respect to the procedure of pavement surface wear on friction performance. Design/methodology/approach The Weierstrass–Mandelbrot (W-M) equation is used to appropriate pavement surface profile. Through this approximation, artificial rough profiles by combining fractal parameters and conventional statistical parameters for different macro-texture are created to simulate the procedure of pavement surface wear. Those artificial profiles are then imported into discrete element model to calculate the interaction forces and friction coefficient between rolling tire and road. Furthermore, wavelet theory is used to decompose the profiles into different scales and explore the correlation between the profiles of each scale and pavement friction. Findings The influence of tire vertical displacement (TVD) on friction coefficient is greater than fractal dimension of road surface texture. When TVD decreases, the profiles can provide higher friction, but the rolling stability of tire is poor. The optimal fractal dimension of road surface is about 1.5 when considering friction performance. The pavement friction performance improves with wavelength from 0.4 to 6.4mm and decreases with wavelength from 12.8 to 51.2mm. Originality/value Artificial fractal curves are generated and analyzed by combining W-M function with traditional parameter, which can also be used to analyze the influence of texture distribution on other pavement performance. The preliminary research provides a potential approach for the evaluation of pavement friction performance. Peer review The peer review history for this article is available at: https://publons.com/publon/10.1108/ILT-11-2019-0499/
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Li, T., J. Feng, R. Burdisso, and C. Sandu. "Effects of Speed on Tire–Pavement Interaction Noise (Tread-Pattern–Related Noise and Non–Tread-Pattern–Related Noise)." Tire Science and Technology 46, no. 2 (April 1, 2018): 54–77. http://dx.doi.org/10.2346/tire.18.460201.
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ABSTRACT Tire noise is mainly generated from the interaction between tire and pavement. Different combinations of tire and pavement usually generate noise of different levels and different frequencies. For the same tire and same pavement, the most important factor influencing the noise level is vehicle speed. To provide a detailed description of the effects of speed on the noise generation, the present study investigates the tire noise of nineteen tires of the same size but with different tread patterns. The study includes the standard reference test tire and four other normal patterned tires running on a nonporous asphalt pavement using an on-board sound intensity (OBSI) technique. This OBSI system also has an optical sensor to monitor vehicle speed and to perform order-tracking analysis. The field tests were conducted under different vehicle speed values (72-105 km/h; i.e., 45-65 mph). The effects of speed on the noise spectrum and on the overall noise level have been analyzed. In addition, using the optical sensor signal, the tire noise related to the tire tread pattern has been isolated from noises from all other sources. The effects of speed on the separated signals have also been investigated. It was found that increasing speed increases the frequencies and levels of tread-pattern–related noise component, while for the noise component not related to the tread pattern, increasing speed only increases its amplitude, not its frequency. In addition, the noise generated at the trailing edge of the contact patch is more sensitive to the speed than the one at the leading edge.
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Saykin, Vitaliy V., Yiying Zhang, Yinghong Cao, Ming L. Wang, and J. Gregory McDaniel. "Pavement Macrotexture Monitoring through Sound Generated by a Tire-Pavement Interaction." Journal of Engineering Mechanics 139, no. 3 (March 2013): 264–71. http://dx.doi.org/10.1061/(asce)em.1943-7889.0000485.
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Kocak, Salih, and M. Emin Kutay. "Relationship between Material Characteristics of Asphalt Mixtures and Highway Noise." Transportation Research Record: Journal of the Transportation Research Board 2295, no. 1 (January 2012): 35–43. http://dx.doi.org/10.3141/2295-05.
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Traffic noise is a main source of total environmental noise. The major component of traffic noise is the interaction between tire and pavement. One way of reducing traffic noise is to engineer pavements such that tire–pavement noise is minimized. The objective of this research was to investigate the relationship between the tire–pavement noise generation (and absorption) and the material characteristics of asphalt pavements. This paper presents the impact of material mix design characteristics, as well as linear viscoelastic properties on sound absorption. To focus on the relationship between the noise and the internal material characteristics, a novel laboratory tire–pavement noise measurement system was developed. Although the individual material characteristics did not have an appreciable influence on the damping of sound, a strong correlation between the sound pressure level and a combination of several material characteristics was observed.
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Clapp, T. G., A. C. Eberhardt, and C. T. Kelley. "Development and Validation of a Method for Approximating Road Surface Texture-Induced Contact Pressure in Tire-Pavement Interaction." Tire Science and Technology 16, no. 1 (January 1, 1988): 2–17. http://dx.doi.org/10.2346/1.2148796.
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Abstract In tire-pavement interaction, road surface texture is an important variable that influences many properties such as tire noise, skid resistance, vehicle performance, and rolling resistance. Efforts to understand and quantify these texture effects have been limited by difficulties in experimentally and theoretically determining the many individual contact areas and contact pressures produced by irregularly-shaped asperities indenting the tire tread. The numerical method developed here to approximate the contact information is based on classical two-dimensional (2D) contact theory. The purpose of this paper is to describe this development. The method computes information on texture-induced contact pressure and length. The required inputs are 2D road surface texture data, tread rubber modulus, and tire inflation pressure. The approximated contact information is used to characterize road surfaces and advance understanding of how their textures affect tire-pavement interaction.
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Ruhala, Richard J., and Courtney B. Burroughs. "Identification of sources of tire/pavement interaction noise." Journal of the Acoustical Society of America 103, no. 5 (May 1998): 2919. http://dx.doi.org/10.1121/1.422109.
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Heo, Hyeonu, Mathew Sofield, Jaehyung Ju, and Arup Neogi. "Acoustic Metasurface-Aided Broadband Noise Reduction in Automobile Induced by Tire-Pavement Interaction." Materials 14, no. 15 (July 30, 2021): 4262. http://dx.doi.org/10.3390/ma14154262.
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The primary noise sources of the vehicle are the engine, exhaust, aeroacoustic noise, and tire–pavement interaction. Noise generated by the first three factors can be reduced by replacing the combustion engine with an electric motor and optimizing aerodynamic design. Currently, a dominant noise within automobiles occurs from the tire–pavement interaction over a speed of 70–80 km/h. Most noise suppression efforts aim to use sound absorbers and cavity resonators to narrow the bandwidth of acoustic frequencies using foams. We demonstrate a technique utilizing acoustic metasurfaces (AMSes) with high reflective characteristics using relatively lightweight materials for noise reduction without any change in mechanical strength or weight of the tire. A simple technique is demonstrated that utilizes acoustic metalayers with high reflective characteristics using relatively lightweight materials for noise reduction without any change in mechanical strength or weight of the tire. The proposed design can significantly reduce the noise arising from tire–pavement interaction over a broadband of acoustic frequencies under 1000 Hz and over a wide range of vehicle speeds using a negative effective dynamic mass density approach. The experiment demonstrated that the sound transmission loss of AMSes is 2–5 dB larger than the acoustic foam near the cavity mode, at 200–300 Hz. The proposed approach can be extended to the generalized area of acoustic and vibration isolation.
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Lee, Sang Kwon. "Road Pattern Classification Using Deep Learning for Noise Data for Autonomous Driving Vehicle." INTER-NOISE and NOISE-CON Congress and Conference Proceedings 267, no. 1 (November 5, 2023): 15–17. http://dx.doi.org/10.3397/no_2023_0008.
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Tire-pavement Interaction Noise (TPIN) is noise caused by interactions between rolling tires and road surfaces. After measuring the TPIN using a microphone, transform TPIN to images using continuous wavelet transform (CWT). The transformed images are used to classify the driving road and tire using convolutional neural network (CNN). The road and tire classification network using CNN is required for braking systems in autonomous vehicle. The CNN in this paper can classify snow road, asphalt road, and two types of tires with over 97% accuracy.
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Vázquez, Víctor, Fernando Terán, Jeanne Luong, and Santiago Paje. "Functional Performance of Stone Mastic Asphalt Pavements in Spain: Acoustic Assessment." Coatings 9, no. 2 (February 16, 2019): 123. http://dx.doi.org/10.3390/coatings9020123.
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Environmental noise is one of the problems modern societies face today. Traffic noise, especially the noise produced from tire/pavement interaction, plays a main role in environmental noise. Pavement rehabilitation with new bituminous mixtures is a good option for combatting noise pollution in urban areas. This paper studies the functional performance of two bituminous mixtures of stone mastic asphalt (SMA), fabricated with the same polymer modified binder, but with different maximum aggregate size (MAS) (SMA11 and SMA16). The acoustic absorption, the dynamic stiffness, the surface texture and the tire/pavement noise were assessed. The bituminous mixture type SMA16 has higher texture levels at nearly every depicted wavelength of the texture spectra. This characteristic may lead to its higher average tire/pavement sound level compared to the mixture SMA11. The influence of each texture wavelength on the different frequency bands of the tire/pavement noise spectrum was studied, however, this relation is not a simple matter. This paper also presents low-noise pavement labeling methodology (LNP labelingLA²IC). The mixtures SMA11 and SMA16 are labeled at 50 and 80 km/h. An acoustic label is a valuable tool for construction companies and urban planners to use in order to define the best option against noise when pavement rehabilitation must be carried out.
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Mcnerney, Michael T., B. J. Landsberger, Tracy Turen, and Albert Pandelides. "Comparative Field Measurements of Tire Pavement Noise of Selected Texas Pavements." Transportation Research Record: Journal of the Transportation Research Board 1626, no. 1 (January 1998): 78–84. http://dx.doi.org/10.3141/1626-10.
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The effects of traffic noise are a serious concern in the United States and in the rest of the world. One significant component of traffic noise is tire-pavement interaction. If tire-pavement noise can be reduced at the source instead of through the use of traffic noise barriers set up to protect individual receivers, then potential savings can accrue. This research effort conducted field testing on 15 different pavement types found in Texas, and on six pavement types found in South Africa. A test procedure was developed with roadside microphones and microphones mounted on a test trailer to record and analyze the differences in tire-pavement noise. The test procedure was designed to develop comparisons of pavements while other variables were kept constant. The results, measured on the standard A-weighted scale, indicated for the 15 test pavements in Texas a difference of roadside noise levels of up to 7 dBA. Additionally, a roadside noise level of one pavement measured in South Africa was more than 2 dBA quieter than any Texas pavement.
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Li, Tan, Ricardo Burdisso, and Corina Sandu. "Literature review of models on tire-pavement interaction noise." Journal of Sound and Vibration 420 (April 2018): 357–445. http://dx.doi.org/10.1016/j.jsv.2018.01.026.
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Valašková, Veronika, and Jozef Vlček. "Stress Response Analysis of Concrete Pavement Under Tire of Heavy Vehicle." Civil and Environmental Engineering 14, no. 2 (December 1, 2018): 146–52. http://dx.doi.org/10.2478/cee-2018-0019.
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AbstractThis article illustrates the applicability of the Finite Element Method (FEM) in the analysis of multi-layer concrete pavement systems subjected to tire loading of a heavy vehicle. For the purpose of simplifying the interaction of the interaction system, it is appropriate to divide the system into two separate independent subsystems, the vehicle and the pavement. For this reason, 2-dimensional interaction model of the contact vehicle-obstacle and 3-dimensional FEM model of the concrete pavement were created. A several constitutive material models, such as linear elastic model, are applied in the analysis to describe the behaviour of the pavement structure. The numerical results from the first computational model can be used as the input for the second calculation phase. The concrete pavement represents a standard pavement, which is used for the regular road structures in road engineering. FEM modelling of the pavement can be used for the direct estimation of the pavement response without performing time and cost expensive field experiments. Calculations were performed in software ADINA using FEM method.
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Xia, Rong-xia, Jin-hui Li, Jie He, and Deng-feng Shi. "Effect Analysis of Vehicle System Parameters on Dynamic Response of Pavement." Mathematical Problems in Engineering 2015 (2015): 1–8. http://dx.doi.org/10.1155/2015/561478.
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In order to study the damage of a semirigid pavement under vehicle loads with varied parameters, the random dynamic loads applied on the pavement by a running vehicle were computed with two degrees of freedom, quarter-vehicle model, and then a three-dimensional finite element analysis model of semirigid asphalt pavement was established. With the peak stress index of each pavement layer, the effect of varied vehicle parameters on pavement response was studied. The results indicated that the stress wave frequency of each pavement layer was similar to that of the dynamic random load, and, with increased pavement depth, the wave effect decreased. The pavement response increased with increased suspension stiffness and tire stiffness and decreased with increased suspension damping and tire damping. Furthermore, compared to the stiffness, the response variation induced by the damping was orders of magnitude lower. Compared with the traditional time response analysis method, the peak response analysis of the pavement structure was more scientific, rational, and intuitive, which could be useful for the study of vehicle-pavement interaction and road damage.
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Mun, Sungho, Dae Seung Cho, and Tae Muk Choi. "Influence of pavement surface noise: the Korea Highway Corporation test road." Canadian Journal of Civil Engineering 34, no. 7 (July 1, 2007): 809–16. http://dx.doi.org/10.1139/l07-007.
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Because of a significant increase in the number of vehicles using national highway networks that link major urban centers, road traffic noise—with its harmful impact on the environment—has become a major pavement system issue. Therefore, it is necessary to assess the characteristics of different types of pavement and their influence on road traffic noise. The Korea Highway Corporation test road, with eight different pavement surfaces, was used to test and analyze noise from tire–pavement interaction and from vehicle power trains. Noise was measured in a novel test approach using a surface microphone. The results show that traffic noise levels vary widely according to pavement surface type, vehicle type, and vehicle speed. The findings of this investigation can be used to determine appropriate pavement surfaces that will satisfy specific environmental impact assessments for given traffic conditions and requirements.Key words: road traffic noise, tire–pavement noise, power-train noise, surface microphone.
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Heo, Hyeonu, Jaehyung Ju, Arup Neogi, and Arkadii Krokhin. "Application of acoustic metasurfaces for reduction of broadband noise generated by tire-pavement interaction." Journal of the Acoustical Society of America 151, no. 4 (April 2022): A180. http://dx.doi.org/10.1121/10.0011027.
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Noise pollution by traffic is the most widespread environmental problems that cause sleep disturbance, hearing damage, even cardiovascular disease. The primary noise sources of the vehicle are the engine, exhaust, aeroacoustics, and tire-pavement interaction. Among them, a dominant noise within automobiles occurs from the tire-pavement interaction. Most noise suppression efforts aim to use sound absorbers or cavity resonators to narrow the bandwidth of acoustic frequencies using acoustic foams or Helmholtz resonators. However, the effectiveness of existing methods of noise reduction is limited by the design constraints and material itself. In this study, we propose artificially designed reflecting acoustic metasurfaces to control and isolate sound generated by a moving car. The proposed design can significantly reduce the noise arising from tire-pavement interaction over a broadband of acoustic frequencies under 2 kHz and over a wide range of vehicle speeds. A set of experiments with lab-scale and field tests have demonstrated that the lightweight metamaterial displaced inside the tires gives 2—5 dB stronger reduction of 200—300 Hz noise inside the car cabin than currently used acoustic foam. The proposed approach can be extended to other objects generating low-frequency mechanical noise. [Work supported by the National Science Foundation under EFRI Grant No. 1741677.]
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Liu, Yang, Zhendong Qian, Changbo Liu, and Qibo Huang. "Investigation on Hydroplaning Behaviors of a Patterned Tire on a Steel Bridge Deck Pavement." Applied Sciences 11, no. 22 (November 10, 2021): 10566. http://dx.doi.org/10.3390/app112210566.
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The hydroplaning propensity on the steel bridge deck pavement (SBDP) is higher than ordinary road pavements. In this study, the objective is to develop a hydroplaning model to evaluate the hydroplaning behaviors for SBDPs. To achieve this goal, a finite element (FE) model of a 3D-patterned radial tire model was developed at first, and the grounding characteristics of tire on the SBDP were calculated as an initial condition for the follow-up hydroplaning analysis. The X-ray CT scanning device and Ostu thresholding method were used for image processing of pavement surface topography, and the 3D FE model of SBDP was established by the reverse stereological theory and voxel modeling technique, which can accurately reconstruct the pavement morphology. A fluid model was established to simulate the dynamic characteristics of water film between the tire and SBDP. On this basis, the tire–fluid–pavement interaction model was developed based on the CEL (Couple Eulerian–Lagrangian) algorithm, and it was verified by the hydroplaning empirical equations. Finally, the hydroplaning behaviors on the SBDP were studied. The findings from this study can provide a tool for hydroplaning evaluation on SBDPs, and will be helpful to improve the driving safety of SBDP in rainy days.
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Tang, Tianchi, Kumar Anupam, Cor Kasbergen, Reginald Kogbara, Athanasios Scarpas, and Eyad Masad. "Finite Element Studies of Skid Resistance under Hot Weather Condition." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 40 (September 18, 2018): 382–94. http://dx.doi.org/10.1177/0361198118796728.
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The skid resistance of a pavement surface is an important characteristic that influences traffic safety. Previous studies have shown that skid resistance varies with temperature. However, relatively limited work has been carried out to study the effect of temperature on skid resistance in hot climates. Recent developments in computing and computational methods have encouraged researchers to analyze the mechanics of the tire-pavement interaction phenomenon. The aim of this paper is to develop a thermo-mechanical tire pavement interaction model that would allow more robust and realistic modeling of skid resistance using the Finite Element (FE) method. The results of this model were validated using field tests that were performed in the State of Qatar. Consequently, the validated FE model was used to quantify the effect of factors such as speed, inflation pressure, wheel load, and ambient temperature on the skid resistance/braking distance. The developed model and analysis methods are expected to be valuable for road engineers to evaluate the skid resistance and braking distance for pavement management and performance prediction purposes.
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Li, Tan. "Influencing Parameters on Tire–Pavement Interaction Noise: Review, Experiments and Design Considerations." Designs 2, no. 4 (October 18, 2018): 38. http://dx.doi.org/10.3390/designs2040038.
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Tire–pavement interaction noise (TPIN) is dominant for passenger vehicles above 40 km/h and 70 km/h for trucks. In order to reduce TPIN, numerous investigations have been conducted to reveal the influencing parameters. In this work, the influencing parameters on TPIN were reviewed and divided into five categories: driver influence parameters, tire related parameters, tread pattern parameters, pavement related parameters, and environmental parameters. The experimental setup on analyzing and insights into optimizing those parameters are given. At the end, summary tables are presented to compare all the parameters discussed, including the pertinent frequency, potential noise influence, physical mechanism, etc. As such, this review article can also serve as a reference tool for new researchers on this topic. This work covers references from 1950s till present, aiming to distribute key knowledge in both classic and recent studies.
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Ding, Yangmin, and Hao Wang. "Evaluation of Hydroplaning Risk on Permeable Friction Course using Tire–Water–Pavement Interaction Model." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 40 (June 17, 2018): 408–17. http://dx.doi.org/10.1177/0361198118781392.
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Wet weather-related hazards such as hydroplaning can be reduced with the proper use of permeable friction course (PFC). At low rainfall intensities, PFC provides quick drainage of water and better skid resistance. However, at higher rainfall rates, the entire volume of runoff cannot be discharged within the porous layer, causing drainage to occur on pavement surface. Water flow on the road surface can result in hydroplaning of tires. The objective of the study is to evaluate hydroplaning risk of multi-lane roadways with PFC using a fluid–structure interaction model. A comprehensive three-dimensional grooved tire–water–pavement interaction model was developed to predict hydroplaning speeds on different pavement surfaces, rainfall intensities, and rutting depths for the passenger car tire with anti-lock braking system. The results demonstrate that PFC can effectively reduce hydroplaning risk for two-lane roadways under light rain rate to moderate rain rate as compared with impervious pavements. The hydroplaning risk becomes more apparent as the number of traffic lanes increases or with the presence of pavement rutting. However, hydroplaning risk on roadways with more than six traffic lanes under heavy rainfall intensity can still exist on PFC. The study results can be useful for both driver and transportation agencies to improve driving safety in wet weather.
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Goenaga, Boris Jesús, Luis Guillermo Fuentes Pumarejo, and Otto Andrés Mora Lerma. "Evaluation of the methodologies used to generate random pavement profiles based on the power spectral density: An approach based on the International Roughness Index." Ingeniería e Investigación 37, no. 1 (January 1, 2017): 49. http://dx.doi.org/10.15446/ing.investig.v37n1.57277.
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The pavement roughness is the main variable that produces the vertical excitation in vehicles. Pavement profiles are the main determinant of (i) discomfort perception on users and (ii) dynamic loads generated at the tire-pavement interface, hence its evaluation constitutes an essential step on a Pavement Management System. The present document evaluates two specific techniques used to simulate pavement profiles; these are the shaping filter and the sinusoidal approach, both based on the Power Spectral Density. Pavement roughness was evaluated using the International Roughness Index (IRI), which represents the most used index to characterize longitudinal road profiles. Appropriate parameters were defined in the simulation process to obtain pavement profiles with specific ranges of IRI values using both simulation techniques. The results suggest that using a sinusoidal approach one can generate random profiles with IRI values that are representative of different road types, therefore, one could generate a profile for a paved or an unpaved road, representing all the proposed categories defined by ISO 8608 standard. On the other hand, to obtain similar results using the shaping filter approximation a modification in the simulation parameters is necessary. The new proposed values allow one to generate pavement profiles with high levels of roughness, covering a wider range of surface types. Finally, the results of the current investigation could be used to further improve our understanding on the effect of pavement roughness on tire pavement interaction. The evaluated methodologies could be used to generate random profiles with specific levels of roughness to assess its effect on dynamic loads generated at the tire-pavement interface and user’s perception of road condition.
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Wang, Guangming, and Reynaldo Roque. "Three-Dimensional Finite Element Modeling of Static Tire–Pavement Interaction." Transportation Research Record: Journal of the Transportation Research Board 2155, no. 1 (January 2010): 158–69. http://dx.doi.org/10.3141/2155-17.
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Kõrbe Kaare, K., K. Kuhi, and O. Koppel. "Tire and pavement wear interaction monitoring for road performance indicators." Estonian Journal of Engineering 18, no. 4 (2012): 324. http://dx.doi.org/10.3176/eng.2012.4.04.
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Li, Tan. "Literature review of tire-pavement interaction noise and reduction approaches." Journal of Vibroengineering 20, no. 6 (September 30, 2018): 2424–52. http://dx.doi.org/10.21595/jve.2018.19935.
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Wang, Hao, Maoyun Li, and Navneet Garg. "Airfield Flexible Pavement Responses under Heavy Aircraft and High Tire Pressure Loading." Transportation Research Record: Journal of the Transportation Research Board 2501, no. 1 (January 2015): 31–39. http://dx.doi.org/10.3141/2501-05.
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This paper investigates airfield flexible pavement responses under heavy aircraft and high tire pressure loading considering the realistic aircraft tire–pavement interaction. An advanced three-dimensional finite element model was developed; it characterized the hot-mix asphalt layer as a viscoelastic material and used implicit dynamic analysis to predict time-and temperature-dependent pavement responses under various loading conditions. The tire loadings were simulated as moving loads having uniform and nonuniform contact stress distributions. To illustrate the effect of moving load, stationary loading analysis was conducted with the equivalent modulus determined from the middepth pulse time under moving loading. Two temperature profiles were considered in the analysis, as compared with the constant temperature profile using the average temperature. The pavement responses in the asphalt layer (tensile, compressive, and shear strains) under different loading conditions were calculated and analyzed in terms of pavement failure mechanisms. The results emphasized the importance of considering nonuniform contact stresses and moving load in airfield pavement analysis. On the contrary, applying the average temperature profile in summer was a conservative approach for predicting fatigue cracking potential but underestimated rutting or near-surface cracking potential in the airfield pavement. The rut depths in the asphalt layer were predicted by using mechanistic–empirical performance models and compared with the measurements from the full-scale test. The results suggested that specific calibration parameters should be developed to provide accurate prediction of rut depth for airfield pavements.
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Thompson, J. K. "Plane Wave Resonance in the Tire Air Cavity as a Vehicle Interior Noise Source." Tire Science and Technology 23, no. 1 (January 1, 1995): 2–10. http://dx.doi.org/10.2346/1.2137495.
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Abstract Vehicle interior noise is the result of numerous sources of excitation. One source involving tire pavement interaction is the tire air cavity resonance and the forcing it provides to the vehicle spindle: This paper applies fundamental principles combined with experimental verification to describe the tire cavity resonance. A closed form solution is developed to predict the resonance frequencies from geometric data. Tire test results are used to examine the accuracy of predictions of undeflected and deflected tire resonances. Errors in predicted and actual frequencies are shown to be less than 2%. The nature of the forcing this resonance as it applies to the vehicle spindle is also examined.
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Li, Lingyu, S. Ilgin Guler, and Eric T. Donnell. "Pavement Friction Degradation Based on Pennsylvania Field Test Data." Transportation Research Record: Journal of the Transportation Research Board 2639, no. 1 (January 2017): 11–19. http://dx.doi.org/10.3141/2639-02.
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Pavement surface–tire friction is a critical safety element associated with roadway design, construction, and maintenance practices. The skid resistance of pavements generally declines over time and increases the risk of skidding-related crashes. On horizontal curves, lateral friction may be associated with lane-departure incidents, particularly as the pavement ages and drivers demand more lateral friction than the pavement surface–tire interaction can supply. On tangent roadway sections, longitudinal friction affects braking distances. As the skid-resistance properties of a pavement surface decline over time, braking distances increase, and may increase risks to driver safety. A comprehensive understanding of the process of pavement friction degradation could help highway agencies identify roadway segments that need maintenance to reduce the probability of skid-related incidents. This paper presents a survival analysis of friction degradation for asphalt pavement surfaces. Duration models were estimated with data collected annually along an Interstate highway in Pennsylvania to investigate the degradation of friction over time. These models consider traffic volume and roadway features to determine the probability that friction levels will remain above various friction thresholds. The resulting statistical models can help transportation agencies make better decisions about pavement maintenance to reduce safety risk.
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Žuraulis, Vidas, and Vytenis Surblys. "Assessment of Risky Cornering on a Horizontal Road Curve by Improving Vehicle Suspension Performance." Baltic Journal of Road and Bridge Engineering 16, no. 4 (December 28, 2021): 1–27. http://dx.doi.org/10.7250/bjrbe.2021-16.537.
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Vehicle stability during cornering on horizontal road curves is a risky stage of travel because of additional factors acting. The main stability factor is centrifugal force, which depends on road curve sharpness and is very sensitive to driving speed usually controlled by the driver. However, the counterforce is produced at tire-road interaction, where different pavement types and states cause a wide variation of tire contact forces and vehicle stability. In the paper, the part of vehicle suspension performance while moving on a sharp horizontal road curve with different levels of pavement roughness was simulated by 14 degrees of freedom vehicle model. The model was built in MATLAB/Simulink software with available pavement roughness selection according to ISO 8608. The influence of variable suspension damping available in modern vehicles on risky cornering is analysed when a vehicle reaches the edge of the pavement with its specific roughness. Critical parameters of vehicle stability depending on road curvature, pavement roughness and driving speed are selected to assess the solutions for safe cornering.
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Chen, Enli, Xia Zhang, and Gaolei Wang. "Rigid–flexible coupled dynamic response of steel–concrete bridges on expressways considering vehicle–road–bridge interaction." Advances in Structural Engineering 23, no. 1 (July 31, 2019): 160–73. http://dx.doi.org/10.1177/1369433219866092.
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Steel–concrete bridges on highways are now widely used, and their dynamic coupling effect is more prominent under heavy vehicles. At present, for the study of vehicle–bridge coupling, it is difficult to reflect the mechanical response characteristics of the bridge pavement because the bridge pavement (road) is often considered as a load. In order to get closer to reality, we use the whole vehicle model and the bridge model to realize the dynamic coupling of highway vehicle–bridge. Moreover, the vehicle model can take into account tire characteristics, such as various linear and nonlinear suspension characteristics, and tire–ground contact characteristics. So, a new vehicle–road–bridge interaction method with higher computational efficiency is proposed. This method can be used not only to analyze the overall mechanical response of bridge structure such as deflection and stress but also to analyze the dynamic characteristics of driving vehicles and the coupling force between tires and pavement and then to analyze the dynamic deformation and stress of asphalt pavement layers on the bridge. First, according to the construction drawings of a steel–concrete bridge on a highway and a Dongfeng brand three-axle vehicle, a vehicle–road–bridge interaction rigid–flexible coupling model was established. Second, the correctness and effectiveness of the vehicle–road–bridge interaction model were verified by field testing. Finally, the dynamic response of the vehicle–road–bridge interaction rigid–flexible coupling model was analyzed.
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Izevbekhai, Bernard Igbafen, Lev Khazanovich, and Vaughan R. Voller. "Deployment of the Next Generation Concrete Surface in Minnesota." Transportation Research Record: Journal of the Transportation Research Board 2640, no. 1 (January 2017): 95–103. http://dx.doi.org/10.3141/2640-11.
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Development of a quiet diamond grinding configuration commenced in an initial laboratory effort at Purdue University, followed by research iterations from 2007 to 2010 at the pavement test track research facility (MnROAD) of the Minnesota Department of Transportation (DOT). This paper catalogues the stages in the development and deployment of the Next Generation Concrete Surface (NGCS) from the configuration development at MnROAD, coupled with the simultaneous development of a tire–pavement noise predictive model deployed on Interstate 94 near Saint Cloud, Interstate 35 in Duluth, and Interstate 394 in Minneapolis, Minnesota. NGCS in these projects caused noise reduction of 3 to 6 dB, representing 50% to 75% sound intensity reduction. Diamond grinding was performed on the preexisting textures: burlap drag on Interstate Highway 94 near Saint Cloud, transverse tining on Interstate Highway 35 in Duluth, and Ultra-Thin Bonded Wearing Course (UTBWC) on Interstate 394, Minnesota DOT exceeded the goal of not increasing the pregrind tire–pavement noise level by these rehabilitations. The predictive tire–pavement interaction noise model was validated in these deployments, including on Interstate 394, where the full acoustic benefit of NGCS had been attenuated by the anomalous effect of undulations reminiscent of the previous concrete–UTBWC interface, which had inadvertently conferred a background configuration to the new diamond-ground surface.
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Aditya, Kamineni, and Venkaiah Chowdary. "Quantification of Pass-by Noise Levels on Urban Roads: Effect of Engine Propulsion and Tire–Road Interaction." Fluctuation and Noise Letters 19, no. 03 (March 6, 2020): 2050030. http://dx.doi.org/10.1142/s0219477520500303.
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Vehicle speeds frequently fluctuate due to the prevailing heterogeneous traffic conditions on Indian roads. Accordingly, traffic noise levels are affected by different noise sources that depend on various vehicular and roadway characteristics. In order to simulate the actual vehicle noise generation at the possible speeds on Indian roads, an integrated method has been developed in this study to quantify the engine and tire–road noise levels. The governing parameters considered for the pass-by noise quantification include vehicle speed, type of pavement and gear shift/gear transmission. The measured A-weighted noise levels [LAmax (dB)] revealed that tire–road noise levels increased with the rise in vehicle speeds irrespective of the vehicle type and type of the pavement. Further, the tire–road noise levels quantified through the new methodology closely matched the noise levels measured by the standard coast-by method. The cross-over speeds for engine propulsion noise and tire–road interaction noise occur at much lower speeds on the cement concrete pavements compared to the asphalt pavements. On a decisive note, the perspective of measuring the roadside noise levels coupled with an engine propulsion noise measurement as reported in this study is first of its kind and can be used for noise measurements on critical urban roads by priming with the conventional pass-by methods.
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Wang, Kechen, Xiangyu Chu, Jiao Lin, Qilin Yang, Zepeng Fan, Dawei Wang, and Markus Oeser. "Investigation of the Formation Mechanism and Environmental Risk of Tire—Pavement Wearing Waste (TPWW)." Sustainability 13, no. 15 (July 21, 2021): 8172. http://dx.doi.org/10.3390/su13158172.
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Tire—pavement interaction behaviours result in large amounts of wearing waste matter, which attaches to the surface of the pavement and is directly exposed to the surrounding environment. This kind of matter imposes a great challenge to the environment of the road area. The current study is devoted to carrying out a comprehensive investigation of the formation mechanism of tire—pavement wearing waste (TPWW), as well as the resulting environmental risks. A self-developed piece of accelerated polishing equipment, the Harbin advanced polishing machine (HAPM), was employed to simulate the wearing process between vehicle tires and pavement surfaces, and the TPWW was collected to conduct morphological, physical, and chemical characterisations. The results from this study show that the production rate of TPWW decreases with the increase in polishing duration, and the coarse particles (diameters greater than 0.425 mm) account for most of the TPWW obtained. The fine fraction (diameter smaller than 0.425 mm) of the TPWW comprises variously sized and irregularly shaped rubber particles from the tire, as well as uniformly sized and angular fine aggregates. The environmental analysis results show that volatile alkanes (C9–C16) are the major organic contaminants in TPWW. The Open-Graded Friction Course (OGFC) asphalt mixture containing crumb rubber as a modifier showed the highest risk of heavy metal pollution, and special concern must be given to tire materials for the purpose of improving the environmental conditions of road areas. The use of polyurethane as a binder material in the production of pavement mixtures has an environmental benefit in terms of pollution from both organic contaminants and heavy metals.
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Doi, T., and K. Ikeda. "Effect of Tire Tread Pattern on Groove Wander of Motorcycles." Tire Science and Technology 13, no. 3 (July 1, 1985): 147–53. http://dx.doi.org/10.2346/1.2150992.
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Abstract Water on a road surface can dangerously lower the coefficient of friction of vehicle tires. One way to reduce the water thickness is to cut many “rain grooves” into the pavement parallel to its edges. Such grooves, however, can exert unwanted side forces, particularly on motorcycle tires where driver reaction can cause accidents. This “grove wander” is somewhat related to vehicle geometry, but is more strongly related to interaction between road grooves and tire tread grooves. From studies of this interaction we have developed principles for tread groove design that can be evaluated from relative spacing of tread grooves and pavement grooves, as well as by subjective road tests.
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Wang, Hui, Xun Zhang, and Shengchuan Jiang. "A Laboratory and Field Universal Estimation Method for Tire–Pavement Interaction Noise (TPIN) Based on 3D Image Technology." Sustainability 14, no. 19 (September 23, 2022): 12066. http://dx.doi.org/10.3390/su141912066.
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Tire–pavement interaction noise (TPIN) accounts mainly for traffic noise, a sensitive parameter affecting the eco-based maintenance decision outcome. Consistent methods or metrics for lab and field pavement texture evaluation are lacking. TPIN prediction based on pavement structural and material characteristics is not yet available. This paper used 3D point cloud data scanned from specimens and road pavement to conduct correlation and clustering analysis based on representative 3D texture metrics. We conducted an influence analysis to exclude macroscope pavement detection metrics and macro deformation metrics’ effects (international roughness index, IRI, and mean profile depth, MPD). The cluster analysis results verified the feasibility of texture metrics for evaluating lab and field pavement wear, differentiating the wear states. TPIN prediction accuracy based on texture indicators was high (R2 = 0.9958), implying that it is feasible to predict the TPIN level using 3D texture metrics. The effects of pavement texture changes on TPIN can be simulated by laboratory wear.
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Li, Qian, Jun Qing Liu, and Hong Liu. "Random Dynamic Response Analysis of Asphalt Pavement Based on the Vehicle-Pavement Interaction." Applied Mechanics and Materials 744-746 (March 2015): 1288–97. http://dx.doi.org/10.4028/www.scientific.net/amm.744-746.1288.
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In order to analyze the dynamic response of asphalt pavement under vehicle load, the random characteristic of pavement roughness was considered and the vehicle was simplified into 1/2 model with four freedom degrees when establishing the dynamic load model. Then the sequence of the random dynamic load coefficient was obtained by developing a MATLAB program based on the incremental Newmark-β method. Based on the plane strain assumption, a two-dimensional layered finite element model of asphalt pavement was established by ABAQUS software. Then the dynamic load coefficient was used to modify tire pressure that would be applied on the ABAQUS model. Then dynamic response rule of the model and how it was effected by vehicle speed were studied under random load. The results show that under the condition of random load, dynamic response of the pavement structure exhibiting a fluctuation trend as vehicle speed increases and the dynamic response characteristics of each point is different.