Tire Contact Pressure and Its Effect on Pavement Strain

Tielking, J T; Roberts, F L

doi:10.1061/(asce)0733-947x(1987)113:1(56)

Cited by 75 publications

(35 citation statements)

References 8 publications

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“…Even though the longitudinal component of tire forces changes its direction twice within the imprint area, it has little effect on the values of the transverse strains. Tielking and Roberts (1987) suggested that the inward movement of tire tread is restricted by friction: hence, transverse shear pressure is developed, which induces higher stresses on the pavement than longitudinal shear pressure. De Beer (1996) reported vertical, longitudinal and transverse contact stress distributions for the Bridgestone wide-base 425/65R22.5 tire.…”

Section: Characterization Of Surface Shear Pressurementioning

confidence: 99%

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Flexible pavement responses to different loading amplitudes considering layer interface condition and lateral shear forces

Yoo

Al-Qadi

Elseifi

et al. 2006

International Journal of Pavement Engineering

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A three-dimensional (3D) finite element (FE) parametric study was conducted to quantify the viscoelastic pavement responses due to different tire configurations: dual and wide-base tires, at three temperatures (5, 25 and 408C) and two speeds (8 and 72 km/h). Three factors affecting pavement responses were investigated: type of moving wheel loading amplitude (continuous, trapezoidal), interface layer condition (simple-friction and elastic-stick models) and lateral surface forces. It was found that the continuous loading amplitude, which has an asymmetric stress magnitude and considers the difference between the entrance and exit of the tire, can simulate pavement responses to moving wheel vehicular loading more accurately than the currently used trapezoidal loading amplitude. The elastic-stick model resulted in a sensible improvement for predicting pavement responses to dual tire, while the simple-friction model is more comparable to field measurements in the case of the wide-base tire. The shear force was found to positively improve the prediction of the calculated strain at the bottom of the wearing surface and to a lesser degree at the bottom of the hot mix asphalt (HMA) base layer. This study concludes that using continuous loading amplitude and non-uniform pressure distribution to simulate a moving wheel, surface shear forces and appropriate layer interface friction may significantly improve the capability of FE models to predict pavement response to vehicular loading. Results have been successfully validated against field measurements.

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Section: Characterization Of Surface Shear Pressurementioning

confidence: 99%

“…Among others, Tielking and Roberts (1987) concluded that non-uniform contact pressure causes higher pavement strains than uniform contact pressure. They also showed that strain distributions are significantly sensitive to the contact pressure magnitude and nonuniformity of the tire loading.…”

Section: Introductionmentioning

confidence: 99%

Flexible pavement responses to different loading amplitudes considering layer interface condition and lateral shear forces

Yoo

Al-Qadi

Elseifi

et al. 2006

International Journal of Pavement Engineering

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“…Yet, one of the limitations, as stated in the paper (Uzan and Sides 1987), was that the solution may not converge in some cases of very thick layers. Tielking and Roberts (1987) and Roberts (1987) modified the finite eiement code ILLIPAVE developed by Duncan et al (1968) to allow a nonuniform and noncircular pressure distribution to be calculated. The tire-pavement contact pressure was numerically evaluated from a static finite element tire model.…”

Section: Theoretical Background and Computer Program Viemmentioning

confidence: 99%

“…The assumption ofuniformly circular contact pressure distribution seems to be adequate for asphalt pavement design and simplifies considerably the theoretical relationships ofpavement performance used by highway engineers. However, considerable experimental evidence exists to suggest that this assumption is not always valid (e.g., Marshek et al 1986a;Tielking and Roberts 1987;de Beer 1994). For instance, field measurements by Huhtala and Pihlajamaki (1990) indicated that the highest contact pressure was in the middle of a tire-pavement contact area and could be 20%,35%, and 60% higher than the tire inflation pressures at I, 0.75, and 0.5 MPa, respectively.…”

Section: Introductionmentioning

confidence: 99%

Effects of tire – pavement contact pressure distributions on the response of asphalt concrete pavements

Yue¹,

Svec²

1995

Can. J. Civ. Eng.

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/npsi/ctrl?lang=en http://nparc.cisti-icist.nrc-cnrc.gc.ca/npsi/ctrl?lang=fr Access and use of this website and the material on it are subject to the Terms and Conditions set forth at http://nparc.cisti-icist.nrc-cnrc.gc.ca/npsi/jsp/nparc_cp.jsp?lang=en NRC Publications Archive Archives des publications du CNRCThis publication could be one of several versions: author's original, accepted manuscript or the publisher's version. / La version de cette publication peut être l'une des suivantes : la version prépublication de l'auteur, la version acceptée du manuscrit ou la version de l'éditeur. Engineering, 22, 5, pp. 849-860, 1995-10-01 Effects of tire -pavement contact pressure distributions on the response of asphalt concrete pavements Yue, Z. Q.; Svec, O. J. Canadian Journal of Civilhttp://www.nrc-cnrc.gc.ca/irc Effe c t s of t ire -pa ve m e nt c ont a c t pre ssure dist ribut ions on t he re sponse of a spha lt c onc re t e pa ve m e nt s NRCC-38864Yue, Z.Q.; Svec, O.J. October 1995A version of this document is published in / Une version de ce document se trouve dans:Canadian Journal of Civil Engineering, 22, (5), pp. 849-860, October 01, 1995 The material in this document is covered by the provisions of the Copyright Act, by Canadian laws, policies, regulations and international agreements. Such provisions serve to identify the information source and, in specific instances, to prohibit reproduction of materials without written permission. For more information visit http://laws.justice.gc.ca/en/showtdm/cs/C-42Les renseignements dans ce document sont protégés par la Loi sur le droit d'auteur, par les lois, les politiques et les règlements du Canada et des accords internationaux. Ces dispositions permettent d'identifier la source de l'information et, dans certains cas, d'interdire la copie de documents sans permission écrite. Pour obtenir de plus amples renseignements : http://lois.justice.gc.ca/fr/showtdm/cs/C-42 849Effects of tire -pavement contact pressure distributions on the response of asphalt concrete pavements Zhong Qi Vue and Otto J. Svec Abstract: The paper presents the development of a computer program VIEM for the elastic analysis of multilayered elastic pavements under the action of arbitrary tire-pavement contact pressure distributions. The techniques adapted in VIEM primarily involves the use of a two-dimensional numerical integration to integrate point load solutions over the distributed pressure after discretizing the contact area into a finite number of triangular or quadrilateral elements. Values of contact pressure are inputted at the node points of discretized area. Numerical verification of VIEM indicates that numerical solution of high accuracy caD be efficiently calculated for the elastic response of multilayered asphalt pavements.As a result, the determination of displacements and stresses (strains) can be achieved using a personal computer. With the use of VIEM, a theoretical investigation is further perfonned to illustrate the effects of tire-pavement contact pressure distributions...

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“…The non-uniformity of vertical contact stress is partly due to the bending stiffness of the tire carcass; this implies that the vertical contact stress distribution will be dependent on tire design (Tielking and Roberts 1987). Also, tread imperfections and mould marks can significantly influence measured vertical contact stresses (Howell et al 1985).…”

Section: Load Carrying Mechanismmentioning

confidence: 99%

Road contact stresses and forces under tires with low inflation pressure

Douglas¹,

Woodward²,

Woodside³

2000

Can. J. Civ. Eng.

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Many field trials have been undertaken to demonstrate the benefits of reducing the inflation pressure of the tires of heavily loaded haul vehicles, but few carefully controlled laboratory studies have been performed. An earlier full scale laboratory study indicated that tire inflation pressure had far less effect on subgrade strains for unpaved, single-layer granular road structures than the tire loading itself, so attention was directed to the behaviour of the granular base at the tire tread -road surface interface. In the present paper, the results of full scale tests performed using a laboratory apparatus designed to measure the dynamic vertical, transverse, and longitudinal contact forces under tires with varying loads and inflation pressures are reported. Vertical contact forces were observed to be highly non-uniform, both across and along the contact patch.Résumé : De nombreux essais sur le terrain ont été entrepris pour démontrer les bénéfices de réduire la pression de gonflement des pneus de véhicules-remorque lourdement chargés, mais peu d'études soigneusement contrôlées en laboratoire ont été accomplies. Une précédente étude en laboratoire grandeur nature a indiqué que la pression de gonflement des pneus avait bien moins d'effets sur les déformations de fondations pour des structures de routes granulaires à simple couche non pavées que la charge sur le pneu elle-même, de sorte que l'attention a été dirigée sur le comportement de la base granulaire à l'interface entre la semelle du pneu et la surface de la route. Dans ce présent article, les résultats de tests grandeur nature accomplis en utilisant un appareillage de laboratoire conçu pour mesurer les forces de contacts verticales, transversales et longitudinales sous des pneus avec différentes charges et pressions de gonflement sont rapportés. Les forces de contact verticales ont été observées comme étant hautement non uniforme autant en travers que le long de la partie en contact.

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Tire Contact Pressure and Its Effect on Pavement Strain

Cited by 75 publications

References 8 publications

Flexible pavement responses to different loading amplitudes considering layer interface condition and lateral shear forces

Flexible pavement responses to different loading amplitudes considering layer interface condition and lateral shear forces

Effects of tire – pavement contact pressure distributions on the response of asphalt concrete pavements

Road contact stresses and forces under tires with low inflation pressure

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