Hysteresis friction modelling of BPT considering rubber penetration depth into road surface

Xiao, Shulong; Sun, Zhiqi; Tan, Yiqiu; Li, Jilu; Lv, Huijie

doi:10.1080/10298436.2022.2027415

Cited by 6 publications

(4 citation statements)

References 24 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…This can be attributed to the abundance of upward asperities and sharp peaks on the surfaces of EAC and Ex-EAC (Figs. 13(a) and 13(b)), which contribute to greater hysteresis friction with the tire [87]. Previous studies have confirmed that hysteresis friction is a significant component of total friction at high speeds [88].…”

Section: Rubber-pavement Friction Coefficientmentioning

confidence: 89%

Investigation of surface textures deterioration on pavement skid-resistance using hysteresis friction models and numerical simulation method

Luo,

Chen,

Zhu

et al. 2023

Friction

View full text Add to dashboard Cite

Many rubber friction theories or some method combined theories and field-experiments are employed to evaluate the pavement skid-resistance deterioration due to the evolution of surface textures. However, these methods are difficult to be implemented in the analysis of situations with multi-factor coupling and some extreme conditions. This study developed a framework to evaluate the skid-resistance deterioration of asphalt pavements. In this framework, the portable laser scanning was used to create the digital worn pavement model, and a hydroplaning finite element (FE) model for these digital worn pavements was constructed to evaluate coupling effects of the texture evolution and factors of slip ratio, slip angle, velocity and water film on braking-cornering characteristics of tire. In this study, the deterioration of skid-resistance of five typical asphalt pavements due the surface texture wear was systematically investigated by this framework. Compared with previous works, this study established the rubber friction models for each digital worn pavement considering the energy hysteresis of rubber and the power spectrum density of surface texture. And the rubber friction model was used to define the interaction behaviors between the tire and corresponding wore pavements in the FE hydroplaning model, rather than using an empirical friction model or a fixed friction coefficient.

show abstract

Section: Rubber-pavement Friction Coefficientmentioning

confidence: 89%

Investigation of surface textures deterioration on pavement skid-resistance using hysteresis friction models and numerical simulation method

Luo,

Chen,

Zhu

et al. 2023

Friction

View full text Add to dashboard Cite

show abstract

“…However, the application of theoretical models in the tire-road co fied [7]. Mahboob Kanafi and Tuononen [8] and Xiao et al [9] calculat etration depth based on Persson's contact mechanism with conditiona numerical simulation has also been used to study tire-road contact. Zheng et al [11] integrated the pavement texture into tire-road conta However, the meshing placed high requirements on the computing a due to the pavement roughness.…”

Section: Status Of Current Research On Rubber Enveloping Of Pavement ...mentioning

confidence: 99%

“…However, the application of theoretical models in the tire-road contact must be verified [7]. Mahboob Kanafi and Tuononen [8] and Xiao et al [9] calculated the average penetration depth based on Persson's contact mechanism with conditional assumptions. The numerical simulation has also been used to study tire-road contact.…”

Section: Status Of Current Research On Rubber Enveloping Of Pavement ...mentioning

confidence: 99%

A New Approach for Determining Rubber Enveloping on Pavement and Its Implications for Friction Estimation

Yun,

Tang,

Sandberg

et al. 2024

Coatings

View full text Add to dashboard Cite

The depth to which the pavement texture is enveloped by the tire tread rubber (d) is an important parameter related to contact performance. This study presents a new method (S-BAC), which relies on the ratio between the real contact area and the nominal tire-pavement contact area (S) and the bearing area curve (BAC), to measure the depth on pavements. The tire-pavement contact was simulated by contact between a non-patterned rubber block and pavement specimens. After analyzing the affecting factors, the new method was compared with previous methods by the d values and the application on the relationship between pavement texture parameters and friction. The results reveal that though there is a linear regression between the d obtained with the S-BAC and previous methods, the d values obtained with different methods differ. Applying the S-BAC method can strengthen the relationship between texture parameters and friction more than other methods.

show abstract

“…However, with the advancement of testing methods, non-contact rapid detection methods have also explosively emerged in the current era [8]. The non-contact detection was proposed to measure the mean profile depth (MPD) by some specific sensors or devices, such as CCD cameras [9,10], point or line laser sensors [11][12][13][14][15], and internal structure detection (e.g., x-ray CT [16]). Due to different testing methods, the calculation methods for the two indicators also differ.…”

Section: Introductionmentioning

confidence: 99%

Exploring the relationship between pavement mean texture depth and mean profile depth: from theoretical derivation to field results

Ran,

Xiao,

et al. 2024

Surf. Topogr.: Metrol. Prop.

Self Cite

View full text Add to dashboard Cite

Pavement mean texture depth (MTD) and mean profile depth (MPD) are common evaluation indicators for characterizing the pavement surface. Clarifying the relationship between the two contributes to coordinate various measurement methods and evaluation criterions. The calculation methods of MTD and MPD were first introduced to trace the similarity between the indicators. Subsequently, the tortuosity area of surface texture was observed using X-ray Computer Tomography (CT). To further determine the model parameter, over 3000 sets of field data in Research Institute of Highway Ministry of Transport (RIOH) track were measured. Meanwhile, the field results of another track and existing recommended model were also used to validate the model. The results show that the shift relationship between MTD and MPD is theoretically unified into a linear model with a slope of 1 and an intercept related to the surface tortuosity. These tortuous areas, the main difference source between the two indicators, would lead to a greater equivalent texture depth under the coarser gradation or lower the compactness of the asphalt mixture. Even for the different track roads, the determined model (MTD=MPD+0.03) has a lower mean relative estimation error, indicating good applicability. This study provides theoretical explanation and empirical references for the development of texture depth indicator MPD specifications.

show abstract

Hysteresis friction modelling of BPT considering rubber penetration depth into road surface

Cited by 6 publications

References 24 publications

Investigation of surface textures deterioration on pavement skid-resistance using hysteresis friction models and numerical simulation method

Investigation of surface textures deterioration on pavement skid-resistance using hysteresis friction models and numerical simulation method

A New Approach for Determining Rubber Enveloping on Pavement and Its Implications for Friction Estimation

Exploring the relationship between pavement mean texture depth and mean profile depth: from theoretical derivation to field results

Contact Info

Product

Resources

About