Investigation on Hydroplaning Behaviors of a Patterned Tire on a Steel Bridge Deck Pavement

Abstract

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.

Asphalt Layer Cracking Behavior and Thickness Control of Continuously Reinforced Concrete and Asphalt Concrete Composite Pavement

“…So, the calculated 6:00 am pavement structure temperature field was imported in ABAQUS as an unfavorable temperature condition. A 100 kN two-wheel axle load was applied as the vehicle load, and a single wheel was simplified as a three-dimensional non-uniform semi-sinusoidal load, as shown in Figure 3 [25][26][27][28]. Pi (i = 1, 2, 3) was the compressive stress on each wheel path that ran parallel to the normal direction of the pavement.…”

“…q i (i = 1, 2, 3) was the transverse horizontal force perpendicular to the normal direction of the road, and f i (i=1, 2, 3) was the frictional force opposite to the driving direction on each wheel path. A 100 kN two-wheel axle load was applied as the vehicle load, and a single wheel was simplified as a three-dimensional non-uniform semi-sinusoidal load, as shown in Figure 3 [25][26][27][28]. Pi (i = 1, 2, 3) was the compressive stress on each wheel path that ran parallel to the normal direction of the pavement.…”

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

“…This causes difficulties for these models to quantify the skid-resistance of pavements with different textures or at different textural wearing levels. Second, the long-time scale of texture abrasion makes it difficult to continuously track the process of pavement textures wearing using conventional 3D scanning machines (CT, fixed laser scanning or 3D camera) and transform them into worn pavements model that can be used for numerical calculations [18,55,56]. Furthermore, in some of the early models, it was difficult to retain pavement textures information with sufficient resolution in the sub-model of pavements due to the limitations of the accuracy of the 3D scanning equipment and the computing power of the computers at that time [46,57].…”