Tire-Pavement Contact Stress Characteristics and Critical Slip Ratio at Multiple Working Conditions

Abstract

e contact stress distribution of tire-pavement is generally assumed to be uniformly distributed in circles or rectangles in the pavement design. is simplification can solve some common engineering problems, but it neglects two factors including magnitude and direction of the contact stress. e main purpose of this paper is to analyze the contact stress distribution between the bus tire and the pavement under different driving conditions and pinpoint and compare the critical slip ratio during braking and acceleration. First, a tire-pavement simulated contact model is constructed by ABAQUS. Next, we compare, respectively, contact stresses in the vertical, longitudinal, and transverse directions at various rolling conditions and analyze the longitudinal forces at different slip ratios during braking and acceleration. It is observed that the magnitude, direction, and nonuniform distribution of contact stress are affected by the multiple working conditions while the bus is working. Meanwhile, in the braking and acceleration conditions, the longitudinal force grows rapidly as the slip ratio increases, and then grows slowly and at last decreases when the critical slip ratio is reached. However, the critical slip ratio at the time of braking differs from that at the time of acceleration, and the former is smaller than the latter.

Review of Research on Tire–Pavement Contact Behavior

“…The tire-pavement contact area is usually assumed to be circular or rectangular with uniform pressure distribution. This can simplify mechanical calculations and reflects tirepavement contact behavior to a certain extent, and is widely used in pavement design [32]. However, measurements and modeling data show that the vertical stress distribution at the tire-pavement interface is not uniform, and the contact area is not regularly circular [29] or rectangular [33,34].…”

Finite Element Modeling of Direct Transition from Concrete Pavement to Asphalt Pavement

“…The recommended and commonly used approach for modeling PCCP has been the threedimensional since it allows a realistic representation of the geometry, discontinuities and embedded elements of the pavement, for instances, transverse joints, longitudinal joints, dowel slots and dowels [5]- [7]; studies have paid particular attention to the mechanical responses of transverse joints since the load-carrying capacity of CS near the edge is small, thus, fine meshing near the transverse joint has been necessary to accurately capture the responses, however, fine meshing is also used in the load application zones and required in the dowel due to its small size [8]- [10]; It should be mentioned that every study reviewed considered the frictional behavior between the different pavement layers using only COFs, although there are complex models to characterize the interface between materials [11], [12], studies indicate that the Coulomb-type friction model which receives a COF can be acceptable for modeling the friction between layers of materials [13], [14]; on the other hand, FE models have been subjected to uniformly distributed vertical tire-pavement contact pressures applied on rectangular, ellipsoidal or circular areas [8], [15], [16], however, field measurements and FE simulations indicate that the tire-pavement contact pressures are vertical and tangential with non-uniform distribution [17]- [19], although these pressures have been commonly applied in ACP models, improving the accuracy of pavement mechanical responses [14], [20], [21], their application should also be considered for PCCP models. The application of these pressures is usually performed on an almost realistic representation of the tire-pavement footprint that is composed of different rectangular shapes simulating the tire treads (pressures vary along the treads) [18], [19], [22]. Furthermore, although some studies introduce improvements in concrete properties using models such as concrete smeared cracking and concrete damaged plasticity to predict the inelastic and post-cracking behavior of concrete, their application may be limited due to laboratory tests (compression and uniaxial cyclic tension) to obtain the necessary parameters of the models [5], [23]- [25], in this sense, it would be advisable to apply these models in cases where the concrete strain exceeds the elastic range.…”

Development of Mathematical Functions to Predict Deflection of Radial and Bias Tractor Tires on Rigid Surface

“…The comparison results are depicted in Figure 4. For the comparison purposes, the data obtained from different studies conducted by Wulfsohn and Upadhyaya (1992), Brassart and Wright (1993), Taylor et al (2000), Ragheb et al (2013), Wang et al (2014), Anonymous (2018) and Guo and Zhou (2019). The percent differences between the predicted and measured tire deflection data ranged between -27.5 and +22.5%.…”