Modeling of the connection road surface microtexture/water depth/friction

Tan, Minh; Cerezo, Véronique; Beautru, Yannick; Kane, Malal

doi:10.1016/j.wear.2013.01.031

Cited by 42 publications

(25 citation statements)

References 10 publications

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“…Kulakowski and Harwood [7] reported that even a water depth as thin as 0.025mm on the road can reduce the tire/road friction by as much as 75% compared with a dry surface. Do et al [8] found on the other hand that, depending on the surface microtexture (asperities provided by road aggregates), wet friction coefficient can be maintained at a value near to the dry friction coefficient until a critical water depth is reached. Relationship was found between the critical water depth and the asperities' height [8].…”

Section: Introductionmentioning

confidence: 99%

“…Do et al [8] found on the other hand that, depending on the surface microtexture (asperities provided by road aggregates), wet friction coefficient can be maintained at a value near to the dry friction coefficient until a critical water depth is reached. Relationship was found between the critical water depth and the asperities' height [8]. Sabey [9] conducted friction tests with spherical and conical single sliders and proved that there is a link between the calculated average pressure exerted by the sliders (on an elastic plane) and the measured wet friction coefficient (between the sliders and a rubber plane).…”

Section: Introductionmentioning

confidence: 99%

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Effect of dry deposited particles on the tire/road friction

Hichri¹,

Cerezo²,

Do³

2017

Wear

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Road accidents increase during the first rain after a long dry period. It is widely accepted that the tire traction loss is due to fine particles accumulated on the road surface. Yet, the involved mechanisms at the tire/road interface are not clearly understood. This paper deals with the particle-induced lubrication on dry road. Tests are performed in laboratory. Sediments are extracted from a catchment area which collects runoff water. The process of extracting particles from sediments in laboratory by drying and sieving is described. Particles are separated into fractions characterized by their chemical composition and size distribution. Protocol to simulate the process of particles' build-up on the road surface is described. The effect of the particle's size and concentration is studied. Surfaces representative of real road surface textures are tested. Friction tests are conducted using the Skid Resistance Tester, which is widely used to assess friction characteristics of road surfaces. Samples are weighed before and after each friction run. On a surface initially covered by a compacted particle layer, successive friction runs are performed, without resupplying particles, to follow the evolution of the friction coefficient with the particle depletion. Friction drops significantly when a surface is covered by particles. Successive runs induce an increase of the friction coefficient until reaching a stable value which is still lower than that of a clean surface. Particles are considered as third bodies introduced artificially in the interface between the friction slider and the test sample. Analysis of particles' flows (particles trapped and ejected), through particles' mass extracted from weighing, helps to explain the friction variation. Assuming that friction is governed by the surface fraction (X) covered by particles, a model was developed. The calculated friction coefficient is a weighted sum of friction coefficients when the surface is respectively clean (X = 0) and fully covered by particles (X = 1). It was found that the surface fraction can be expressed as a function of the ratio of available particles' mass to initial particles' mass. Comparisons between model and experiment are satisfactory. Discussions are made in terms of interactions between surface textures and particles' size and concentration.

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Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Effect of dry deposited particles on the tire/road friction

Hichri¹,

Cerezo²,

Do³

2017

Wear

Self Cite

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“…The dry friction coefficients is fitted to the experimental data, 5. The wet friction coefficient is derived by using equation (11) from the fitted dry friction coefficient and 6. Friction coefficients for snow-and ice-covered surfaces are fitted to the experimental data.…”

Section: Model Fitting and Verificationmentioning

confidence: 99%

Modeling aircraft braking performance on wet and snow/ice-contaminated runways

Gerthoffert

Cerezo²,

Bouteldja

et al. 2015

Proceedings of the Institution of Mechanical Engineers, Part J:

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The paper deals with the modeling of friction between aircraft tires and contaminated runway surfaces. Wet-, snow- and ice-covered surfaces are considered. A tire Brush model developed for aircraft braking on dry runways is adapted to take into account the effect of contaminants. Compared with a dry surface, contaminants are assumed to affect the static and dynamic friction coefficients, the tire stiffness, the tire slip ratio and the length of the contact patch. Linear relationship is established between static and dynamic friction coefficients. The dynamic friction coefficient is reduced using an empirical model for wet surfaces and experimental fitting for snow- and ice-covered surfaces. The tire stiffness is modified considering the frequency and temperature dependence of the tire mechanical properties. Values on snow and ice are lower than those on wet and dry surfaces. A physical model is developed to calculate the length of the wet contact patch. Finally, it is assumed that the aircraft effective slip ratio is surface dependent; values are determined for each of the studied contaminants. Theoretical friction-slip curves are realistic in terms of shape and differentiation between surface conditions. The model is applied to a Falcon 20 aircraft and a runway monitoring device called IMAG. Friction-slip and friction-speed curves are calculated and compared to experimental data. It was found that the model can be used to relate ground friction to aircraft braking performance with enough reliability

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“…With the recent development of the theories of rubber friction and contact mechanics [1][2][3][4][5][6][7], the complexity of the relation between road surface roughness and rubber friction is now more highlighted than before. Although many experimental works have addressed this connection [8][9][10][11][12][13][14][15][16][17][18][19][20], the multiscale nature of the pavement surface roughness and the partial contact of the tyre rubber with this roughness profile make it difficult to explore meaningful relations between friction and simple roughness indicators.…”

Section: Introductionmentioning

confidence: 99%

Top topography surface roughness power spectrum for pavement friction evaluation

Kanafi

Tuononen

2017

Tribology International

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Modeling of the connection road surface microtexture/water depth/friction

Cited by 42 publications

References 10 publications

Effect of dry deposited particles on the tire/road friction

Effect of dry deposited particles on the tire/road friction

Modeling aircraft braking performance on wet and snow/ice-contaminated runways

Top topography surface roughness power spectrum for pavement friction evaluation

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