Contribution to pavement friction modelling: an introduction of the wetting effect

Kane, Malal; Tan, Minh; Cerezo, Véronique; Rado, Zoltan; Khelifi, Chiraz

doi:10.1080/10298436.2017.1369776

Cited by 44 publications

(30 citation statements)

References 12 publications

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“…Due to their groovy pattern, vehicles exhibit better frictional performance for the case of a wet surface compared to the smooth tyre tread of the BPT. In real tyres the hydrodynamic load is reduced due to the smaller surface of the patch that comes in direct contact with the wet pavement surface [21,46]. Hence, it can be considered that the BPT smooth tyre-tread produced more conservative results that are however in favor of safety compared to the real groovy vehicle tyres.…”

Section: Discussionmentioning

confidence: 99%

“…In Figure 3, both macrotexture and microtexture components are graphically pictured to explain their contribution in tyre-pavement friction. In particular, macrotexture and microtexture contribute to the development of tyre-pavement surface friction through the mechanisms of hysteresis and adhesion [20,21] respectively (Figure 4). Particularly, hysteresis is developed due to the continuous loading and unloading of the tyre-tread while it is in contact with the surface aggregates of the pavements.…”

Section: Pavement Frictional Performancementioning

confidence: 99%

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How Can Sustainable Materials in Road Construction Contribute to Vehicles’ Braking?

2020

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Vehicles’ braking is a key factor towards safer driving. In particular, tyre–pavement friction is connected with both industry and infrastructure requirements in terms of tyre characteristics and frictional properties of pavement surfaces respectively that both contribute to safe braking. For this reason, tyre–pavement friction is considered as one of the most pressing emergencies in roadway assets in order to reduce skidding related accidents. At the same time, sustainability aspects have been raised in modern infrastructure engineering. Hence, an issue is introduced on how sustainable materials used for pavement construction may contribute to tyre–pavement and consequently vehicles’ braking. For this reason, a laboratory process is developed to investigate the frictional properties of several utilized in pavement wearing courses including both traditional and sustainable materials (reacted activated rubber—RAR and reclaimed asphalt pavement—RAP). Environmental conditions (seasonal temperature changes, rainfall effect and contamination caused by dust formation) are simulated in the laboratory and vehicles’ braking is investigated using the British Pendulum Tester (BPT). Results provide a good explanation for the vehicles’ braking ability under the investigated conditions for both traditional and sustainable materials. Ultimately, it is proved that asphalt mixture types with RAR modifier or RAP material exhibit a satisfactory performance towards providing a safe road surface for the moving vehicles.

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Section: Discussionmentioning

confidence: 99%

Section: Pavement Frictional Performancementioning

confidence: 99%

How Can Sustainable Materials in Road Construction Contribute to Vehicles’ Braking?

2020

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“…As mentioned, the DFT is commonly used for degeminating the road surface frictional properties, in several states in the world. A detailed analysis of the relevant aspects including the experimental results of pavement friction studies, using the DFT, is given by Rado et al [83], and Kane et al [82,84]. In the study conducted by Kane et al [82] the results of the friction coefficient measurements conducted using the DFT in wet condition are presented, with the goal to develop and validate by means of the DFT a dynamic frictional contact model.…”

Section: Dynamic Friction Testermentioning

confidence: 99%

Review on Friction and Wear Test Rigs: An Overview on the State of the Art in Tyre Tread Friction Evaluation

et al. 2020

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The future evolution of autonomous mobility and road transportation will require substantial improvements in tyre adherence optimization. As new technologies being deployed in tyre manufacturing reduce total vehicle energy consumption, the contribution of tyre friction for safety and performance enhancement continues to increase. For this reason, the tyre’s grip is starting to drive the focus of many tyre developments nowadays. This is because the tread compound attitude to maximize the interaction forces with the ground is the result of a mix of effects, involving polymer viscoelastic characteristics, road roughness profiles and the conditions under which each tyre works during its lifespan. In such a context, mainly concerning the automotive market, the testing, analysis and objectivation of the friction arising at the tread interface is performed by means of specific test benches called friction testers. This paper reviews the state of the art in such devices’ development and use, with a global overview of the measurement methodologies and with a classification based on the working and specimen motion principle. Most tyre friction testers allow one to manage the relative sliding speed and the contact pressure between the specimen and the counter-surface, while just some of them are able to let the user vary the testing temperature. Few devices can really take into account the road real roughness, carrying out outdoor measurements, useful because they involve actual contact phenomena, but very complex to control outside the laboratory environment.

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“…Driving speed and water height have a direct impact on the squeeze out process. Wet friction is influenced by the slip velocity in the contact patch [4]. Additionally, both driving speed and water height influence the temperature of rubber and road, which has an impact on rubber properties [6, p. 18-20].…”

Section: Introductionmentioning

confidence: 99%

Dynamic measurement of the fluid pressure in the tire contact area on wet roads

Löwer

Wagner

Unrau

et al. 2020

Automot. Engine Technol.

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The main goal of this study was the experimental investigation of the fluid pressure in the boundary region between wet grip and hydroplaning. In order to gain an insight into the processes in the tire contact area, a test setup was developed to directly measure the fluid pressure in the water film between tire and road. The fluid pressure was measured on an asphalt track for different speeds, water heights and tire patterns on an inner drum test bench. The influence of the examined parameters on the fluid pressure is clearly visible and physically plausible. Braking tests were done in order to clarify how much the fluid pressure build up influences the overall braking performance in the boundary region between wet grip and hydroplaning.

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Contribution to pavement friction modelling: an introduction of the wetting effect

Cited by 44 publications

References 12 publications

How Can Sustainable Materials in Road Construction Contribute to Vehicles’ Braking?

How Can Sustainable Materials in Road Construction Contribute to Vehicles’ Braking?

Review on Friction and Wear Test Rigs: An Overview on the State of the Art in Tyre Tread Friction Evaluation

Dynamic measurement of the fluid pressure in the tire contact area on wet roads

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