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

Abstract

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.

Relative Pavement Performance for Dual and Wide-Based Tire Assemblies Using a Finite Element Method

“…The largest component of stress is the vertical contact pressure, the next largest is the transverse contact pressure and the smallest is the longitudinal contact pressure [1][2][3][4][5][6]. The transverse and longitudinal contact pressures are similar in magnitude with the vertical component being much larger.…”

“…The locations are at the surface for top down cracking, near surface for asphalt cracking and rutting, the bottom of the asphalt for bottom-up cracking and the top of the subgrade for subgrade rutting [6,17,22,23]. The loading of the pavement due to the three key parameters of tyre type, inflation pressure and axle loading effect these areas to different degrees and the behaviour is not always predictable especially on the surface due to the 3-D contact pressure components [24].…”

“…The magnitude of these 3-D contact pressures has been shown to be highly influenced by the tyre type, tyre loading and inflation pressure [1,2,[4][5][6][15][16][17][18]. An individual tyre can have a large range of vertical, transverse and longitudinal contact pressure depending on the inflation pressure and tyre loading [5,19,20].…”

Tire-Pavement Coupling Dynamic Simulation under Tire High-Speed-Rolling Condition

“…Moslem and Hossein [22] analysed the tire-soil coupling, and the results were in agreement with the laboratory tests. The studies of references [20][21][22] did not consider the tire rotation. The tire-pavement coupling model established by Xia and Yang [23] simulated the tire rolling, and it was the first tire-pavement coupling model closest to the real prototype.…”

“…Wang et al [20,21] carried out an earlier research on the modelling of the tire-pavement coupling system and analysed the influence of the tire on the pavement rut and crack. Moslem and Hossein [22] analysed the tire-soil coupling, and the results were in agreement with the laboratory tests.…”