The Distributions of Stress Between the Tread and the Road for Freely Rolling Tires

Lippmann, S. A.; Oblizajek, K. L.

doi:10.4271/740072

Cited by 27 publications

(6 citation statements)

References 9 publications

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“…As noted by other research efforts, even though the pneumatic effect is also present, the Poisson effect dominates lateral contact stress because of the structural characteristics of radial truck tires (16). It was also observed that predicted longitudinal contact stresses were generally less than lateral contact stresses and appeared antisymmetrical under the static loading condition, which also agrees well with those measurements and results of other studies (1,21,22).…”

Section: Model Validationsupporting

confidence: 90%

Three-Dimensional Finite Element Modeling of Static Tire–Pavement Interaction

Wang

Roque

2010

Transportation Research Record

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A three-dimensional tire–pavement interaction finite element model (FEM) was developed, calibrated, and validated. First, a three-dimensional model of a radial truck tire was developed on the basis of tire characteristics reported by tire manufacturers using the finite element program ADINA. Contact groups between tire and pavement surfaces were then created, thus establishing a complete tire–pavement interaction model. Tire model properties were calibrated on the basis of measured load–deflection curves from one radial truck tire. The model was then validated by comparing predicted contact stresses with measured stresses from the actual radial truck tire. Contact stress analysis was conducted to evaluate tire responses under different levels of normal load and inflation pressure. Excellent correspondence between predicted and measured contact stresses was observed. This work appears to indicate that tire structure and geometry information reported by tire manufacturers, along with measured load–deflection data, can be used to develop three-dimensional models to predict tire–pavement interface stresses and their effects on pavement performance.

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Section: Model Validationsupporting

confidence: 90%

Three-Dimensional Finite Element Modeling of Static Tire–Pavement Interaction

Wang

Roque

2010

Transportation Research Record

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“…However, in relation to surface stresses, transverse contact stresses have been recognized as one of the most influential factors inducing tensile stresses, specifically that the stress state is modified close to the surface (7). A previous study supplemented that finding and concluded that transverse contact stresses are indeed crucial for the pavement response, especially around the tire footprint, which can be related to top-down cracking and shear flow at shallow depths (8)(9)(10)(11)(12)(13)(14)(15). Transverse tensile stresses can be as high as 50% of the vertical stresses (8).…”

mentioning

confidence: 69%

Analytical Approach for Predicting Three-Dimensional Tire–Pavement Contact Load

Hernandez

Gamez

Al-Qadi

et al. 2014

Transportation Research Record

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Three-dimensional tire–pavement contact loads of two truck tires–-a new-generation wide-base tire (WBT) and a dual tire assembly (DTA)–-were measured and analyzed. Extreme and typical values of tire inflation pressure (552, 690, 758, and 862 kPa) and tire loading (26, 35, 44, 62, and 79 kN) were considered in the experimental program. The measurements were performed with the stress-in-motion Mk IV system at the Council for Scientific and Industrial Research in South Africa. Peak values in three directions were compared, and the importance of tangential contact stresses was highlighted. In addition, characteristic variations of the measurements in the longitudinal, transverse, and vertical directions were identified. A function depending on two regression parameters, applied load, and distance along the contact length was proposed to represent the contact load in the vertical and transverse directions. An analysis was performed on the measurements to obtain the regression parameters, and a simplified procedure was proposed to determine tire–pavement contact loads. The contact area and contact length of the WBTs and the DTA were also compared.

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“…Seitz and Hussmann [2], as well as Lippmann and Oblizajek [3] used equipments with a single sensing element for experimental research of contact patch stresses.…”

Section: Previous Experimental Achievementsmentioning

confidence: 99%