Impact of Tire Loading and Tire Pressure on Measured 3D Contact Stresses

Hernandez, Jaime A.; Al-Qadi, Imad L.; Beer, Morris De

doi:10.1061/9780784413005.044

Cited by 35 publications

(21 citation statements)

References 6 publications

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“…One of the key aspects of the considered truck tire loading is the three-dimensionality and nonuniformity of contact stresses. Not only was a database of experimentally measured contact loads and stresses generated, but actual tire-pavement contact loads and stresses were used as input to the finite element model (FEM) (14,15). Previous research has shown that the inclusion of lateral tangential contact stresses could lead to an increase of up to 47% in the surface tensile strain and a 5% increase in the tensile strain at the bottom of the AC (10).…”

Section: Finite Element Modelmentioning

confidence: 99%

Effect of Wide-Base Tires on Nationwide Flexible Pavement Systems: Numerical Modeling

Hernandez

Gamez

Al‐Qadi

2016

Transportation Research Record: Journal of the Transportation R

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The pavement responses obtained from the validated finite element modeling of new-generation wide-base tires (NG-WBTs) and a conventional dual-tire assembly (DTA) are presented. Features of the adopted finite element model, such as three-dimensional contact forces, dynamic analysis, and nonlinear anisotropic base materials, are not considered in the conventional analysis of flexible pavements. Furthermore, the input for the model was intended to simulate a large range of scenarios for the national pavement system. The NG-WBT showed consistently higher pavement responses than the DTA, and the difference decreased as pavement thickness increased. (Pavement thickness varied from 225 to 1,012.5 mm.) The average percentage difference of the longitudinal tensile strain at the bottom of the asphalt concrete layer was 14.7% and 23.2% for thick and thin pavements, respectively. In a few cases of vertical shear strain in the subgrade for thin pavement, the response was higher for the DTA than for the NG-WBT. For the same responses in thick pavement, the average percentage difference was 4.4%. If critical pavement strains are used as inputs into transfer functions, which estimate pavement life, results of this study could serve as indicators of increased potential damage when NG-WBTs are used. However, market penetration of the NG-WBT and its use within the truck axle configuration need to be taken into consideration. Additionally, environmental and economic benefits of using NG-WBTs may offset the potential increase in pavement costs.

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Section: Finite Element Modelmentioning

confidence: 99%

Effect of Wide-Base Tires on Nationwide Flexible Pavement Systems: Numerical Modeling

Hernandez

Gamez

Al‐Qadi

2016

Transportation Research Record: Journal of the Transportation R

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“…Analysis of the load-transfer mechanism of the tires considered in this research showed that the contact area of WBT is smaller (not to mention that there is a spacing between the tires of the dual assembly), although the contact length is longer for WBT. However, the maximum vertical contact stresses are similar for both tires for the specific loading case considered [17]. This indicates that the distribution of the applied load is more concentrated for WBT than for DTA, which translates into higher longitudinal and transverse tensile strains in the AC.…”

Section: Comparison Of Wbt and Dtamentioning

confidence: 71%

Pavement responses as function of truck tire type

et al. 2014

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An experimental program to compare pavement responses caused by newgeneration Wide-Base Tires (WBT) with the conventional Dual-Tire Assembly (DTA) is presented. Four pavement sections were built, tested, and instrumented at two test sites: two sections at Florida DOT facility and two sections at UC-Davis. H-type strain gauges at the bottom of the Asphalt Concrete (AC) and pressure cells on top of the base and the subbase were installed at each test site. Instrumentation also included surface foil gauges in Florida and a multi-depth deflectometer at UC-Davis. All sections were subjected to the same test loading: five tire loads (26.2, 36.2, 44.4, 62.1, and 79.9 kN) and four tire inflation pressures (552, 690, 758, and 862 kPa) at three temperatures using the two types of tires considered. In addition, two cases of differential tire inflation pressures were included for DTA (552/758 and 414/758 kPa). Pavement responses to a tire loading of 44 kN and tire inflation pressure of 758 kPa for both tires are presented. Data analysis and impact of tire type on pavement responses is discussed. This paper is part of the pooled-fund project , The Impact of Wide-Base Tires on Pavement Damage: A National Study.

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“…The FE method considers this true tirepavement contact loading. Details about tire contact measurements can be found elsewhere (24). Figures 2 and 3 are representative sketches for the measured contact areas of a WBT and a DTA, respectively.…”

Section: Loading Conditionsmentioning

confidence: 99%

Quantitative Assessment of the Effect of Wide-Base Tires on Pavement Response by Finite Element Analysis

Gungor

Hernandez

Gamez

et al. 2016

Transportation Research Record: Journal of the Transportation R

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Various studies have shown that the new-generation wide-base tire (WBT) for trucks causes more damage to pavement than does the dual-tire assembly (DTA). However, there is no substantive approach that quantifies the difference in pavement responses produced by WBTs and the DTA. This study filled this gap by developing linear equations that connect pavement responses produced by these two tire types. Equations were developed for 10 different pavement responses through 480 finite element method simulations (240 for the DTA and 240 for WBTs) that were run in ABAQUS with the same material properties and pavement structures. The only difference was the contact stresses and contact areas that were measured under the same axle load for WBTs and the DTA. The cases modeled in simulations were selected to capture extreme conditions, that is, thick and thin pavement structures with strong and weak material properties. The equations will help pavement researchers to understand quantitatively the effect of WBTs on pavement responses as compared with the DTA. The low resultant prediction error, 10%, allows linear equations to be implemented through the application of adjustment factors on mechanistic pavement design guides such as the Mechanistic–Empirical Pavement Design Guide, which are unable to simulate WBT loading realistically. To predict pavement damage accurately, the pavement analysis should consider the WBT market penetration in the United States (approximately 10%) and the partial use of WBTs on truck axles. The impact of WBTs on pavement should be evaluated in the context of economic and environmental benefits.

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Impact of Tire Loading and Tire Pressure on Measured 3D Contact Stresses

Cited by 35 publications

References 6 publications

Effect of Wide-Base Tires on Nationwide Flexible Pavement Systems: Numerical Modeling

Effect of Wide-Base Tires on Nationwide Flexible Pavement Systems: Numerical Modeling

Pavement responses as function of truck tire type

Quantitative Assessment of the Effect of Wide-Base Tires on Pavement Response by Finite Element Analysis

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