Investigation of Asphalt Texture Roughness on Friction Evolution for Wheeled Vehicles

Raslavičius, Laurencas; Pakalnis, Algis; Keršys, Artūras; Skvireckas, Ramūnas; Juodvalkis, Darius

doi:10.3846/16484142.2016.1189960

Cited by 7 publications

(4 citation statements)

References 21 publications

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“…Vehicle components wear, rolling resistance and discomfort properties are sensitive to longer wavelengths (unevenness and partly mega-texture), while friction between the tyre and the road interacts at mega, macro and micro-texture levels. Moreover, two types of pavement profile waves are specified at the size of the tyre-asphalt contact area: short waves are 3-6 mm in length, and long waves are 20-30 mm [32]. This particular research demonstrates that the 1 mm maximum height of micro-irregularities has been found until adhesion tends to increase; however, this regularity is not applicable for rough surfaces.…”

Section: Related Workmentioning

confidence: 89%

Variability of Gravel Pavement Roughness: Analysis of the Impact on Vehicle Response and Driving Comfort

Žuraulis¹,

Sivilevičius²,

Šabanovič³

et al. 2021

Preprint

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The gravel road pavement has a lower construction cost but poorer performance than the asphalt surface. It also emits dust and deforms under the impact of vehicle loads and ambient air factors. The resulting ripples and ruts are constantly deepening, increasing vehicle vibrations and fuel consumption, reducing safe driving speed and comfort. In this article, existing pavement quality evaluation indexes are analysed, and a methodology for their adaptation for roads with gravel pavement is proposed. This article reports the measured wave depth and length of the gravel pavement profile by the straightedge method of a 160 m long road section in three road exploitation stages. The measured pavement elevation was processed according to ISO 8608, and vehicle frequency response has been investigated using simulations in MATLAB/Simulink. The applied International Roughness Index (IRI) analysis showed that a speed of 30-45 km/h instead of 80 km/h provides the objective results of IRI calculation on the flexible pavement due to a decreasing velocity of vehicle's unsprung mass on a more deteriorated road pavement state. The influence of the corrugation phenomenon of gravel pavement has been explored, identifying specific driving safety and comfort cases. Finally, an increase in the Dynamic Load Coefficient (DLC) at a low speed of 30 km/h on the most deteriorated pavement and a high speed of 90 km/h on the middle-quality pavement demonstrates the demand for timely gravel pavement maintenance and the complicated prediction of a safe driving speed for drivers.

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Section: Related Workmentioning

confidence: 89%

Variability of Gravel Pavement Roughness: Analysis of the Impact on Vehicle Response and Driving Comfort

Žuraulis¹,

Sivilevičius²,

Šabanovič³

et al. 2021

Preprint

View full text Add to dashboard Cite

show abstract

“…Wear on vehicle components, rolling resistance, and discomfort properties are sensitive to longer wavelengths (unevenness and partly megatexture), while friction between tyres and the road interacts at mega-, macro-, and microtexture levels. Moreover, two types of pavement profile wave sizes have been specified in the tyre-asphalt contact area: short waves are 3-6 mm in length and long waves are 20-30 mm [32]. This particular study demonstrated that the maximum height of 1 mm micro-irregularities were found until adhesion tended to increase; however, this regularity was not applicable for rough surfaces.…”

Section: Related Workmentioning

confidence: 93%

Variability of Gravel Pavement Roughness: An Analysis of the Impact on Vehicle Dynamic Response and Driving Comfort

et al. 2021

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Gravel pavement has lower construction costs but poorer performance than asphalt surfaces on roads. It also emits dust and deforms under the impact of vehicle loads and ambient air factors; the resulting ripples and ruts constantly deepen, and therefore increase vehicle vibrations and fuel consumption, and reduce safe driving speed and comfort. In this study, existing pavement quality evaluation indexes are analysed, and a methodology for adapting them for roads with gravel pavement is proposed. We report the measured wave depth and length of gravel pavement profile using the straightedge method on a 160 m long road section at three stages of road utilization. The measured pavement elevation was processed according to ISO 8608, and the frequency response of a vehicle was investigated using simulations in MATLAB/Simulink. The international roughness index (IRI) analysis showed that a speed of 30–45 km/h instead of 80 km/h provided the objective results of the IRI calculation on the flexible pavement due to the decreasing velocity of a vehicle’s unsprung mass on a more deteriorated road pavement state. The influence of the corrugation phenomenon of gravel pavement was explored, identifying specific driving safety and comfort cases. Finally, an increase in the dynamic load coefficient (DLC) at a low speed of 30 km/h on the most deteriorated pavement and a high speed of 90 km/h on the middle-quality pavement demonstrated the demand for timely gravel pavement maintenance and the complicated prediction of a safe driving speed for drivers. The main relevant objectives of this study are the adaptation of a road roughness indicator to gravel pavement, including the evaluation of vehicle dynamic responses at different speeds and pavement deterioration states.

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“…In addition, tires help to ensure the vehicles stability on the road. Smaller width of the tire reduces the adhesion to the dry road surface, but facilitates wet driving and reduces the tire noise and fuel consumption [1][2][3].…”

Section: Introductionmentioning

confidence: 99%

Influence of uneven tire inflation pressure on vehicle dynamics during braking

Janulevičius

Pupinis

2020

Engineering for Rural Development

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The main problems in the operation of road transport vehicles today are related to safety, economy and environmental impact. The performances by the vehicles are closely linked to tires, their selection and the quality of their operation. Tire pressure strongly influences on the interaction between the wheels and the road, i.e. tire-road adhesion and rolling resistance. Proper tire pressure increases fuel economy, reduces the braking distance, improves vehicle control and extends the tire life. It is known that deterioration of control of the vehicle and braking efficiency and quality will reduce the safety of passengers. It is believed that uneven tire inflation pressure can significantly reduce the braking performance and vehicle stability. The purpose of this study is to determine the effect of tire inflation pressure inequality on the longitudinal and lateral acceleration of the vehicle when braking at maximum braking force. Maximum braking force of the vehicle is a function of the tire/road adhesion coefficient and the vertical load on the wheels. The value of the coefficient of tire/road adhesion in turn depends on the inflation pressure of the tire. For these reasons, it is appropriate to assess the impact of the vehicle tire pressure inequality on the braking performance. Studies have shown that the dynamics of a braked vehicle is greatly influenced by uneven tire inflation pressure. It was found that the lateral braking acceleration increased from 1.5 to 3.8 m•s -2 at maximum braking force, when the vehicle speed was 80 km•h -1 .

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Investigation of Asphalt Texture Roughness on Friction Evolution for Wheeled Vehicles

Cited by 7 publications

References 21 publications

Variability of Gravel Pavement Roughness: Analysis of the Impact on Vehicle Response and Driving Comfort

Variability of Gravel Pavement Roughness: Analysis of the Impact on Vehicle Response and Driving Comfort

Variability of Gravel Pavement Roughness: An Analysis of the Impact on Vehicle Dynamic Response and Driving Comfort

Influence of uneven tire inflation pressure on vehicle dynamics during braking

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