Search Results (6)

To investigate the influence of pavement texture on tire hydroplaning, this study utilized laser scanning to capture the surface characteristics of three asphalt mixtures—AC-13, SMA-13, and OGFC-13—across fifteen rutting plate specimens. Three-dimensional (3D) pavement models were reconstructed to incorporate realistic texture data. Finite element simulations, employing fluid-structure interaction and explicit dynamics in Abaqus, were conducted to model tire-water-pavement interactions. The results indicate that the anti-skid performance ranks as OGFC > SMA > AC. However, despite OGFC and SMA exhibiting comparable anti-skid metrics (e.g., pendulum friction value and mean texture depth), OGFC’s superior texture uniformity results in significantly better hydroplaning resistance. Additionally, tire tread depth critically influences hydroplaning speed. A novel Anti-Slip Comprehensive Texture Index (ACTI) was proposed to evaluate pavement texture uniformity, providing a more comprehensive assessment of anti-skid performance. These findings underscore the importance of texture uniformity in enhancing pavement safety under wet conditions. Full article

Hydroplaning occurs as standing water on the road surface not only acts as a lubricant but also generates hydrodynamic pressure, causing the tire to lose contact with the ground. This significantly reduces the friction between the tire and the road, thereby increasing the risk of traffic accidents. In this study, a 185/65R14 passenger radial tire was selected as the research subject. A complex fluid–structure interaction model was employed to thoroughly analyze the mechanisms influencing tire hydroplaning under various conditions. The results indicate that hydroplaning was more likely to occur with an increase in water depth or vehicle speed. Furthermore, increasing the tire inflation pressure and load was found to significantly enhance the friction between the tire and the ground, with the improvement exhibiting a nonlinear accelerating trend. Full article

To obtain the tire–pavement peak adhesion coefficient under different road states, a field measurement and FE simulation were combined to analyze the tire–pavement adhesion characteristics in this study. According to the identified texture information, the power spectral distribution of the road surface was obtained using the MATLAB Program, and a novel tire hydroplaning FE model coupled with a textured pavement model was established in ABAQUS. Experimental results show that here exists an “anti-skid noncontribution area” for the insulation and lubrication of the water film. Driving at the limit speed of 120 km/h, the critical water film thickness for the three typical asphalt pavements during hydroplaning was as follows: AC pavement, 0.56 mm; SMA pavement, 0.76 mm; OGFC pavement, 1.5 mm. The road state could be divided into four parts dry state, wet sate, lubricated state, and ponding state. Under the dry road state, when the slip rate was around 15%, the adhesion coefficient reached the peak value, i.e., around 11.5% for the wet road state. The peak adhesion coefficient for the different asphalt pavements was in the order OGFC > SMA > AC. This study can provide a theoretical reference for explaining the tire–pavement interactions and improving vehicle brake system performance. Full article

The hydroplaning propensity on the steel bridge deck pavement (SBDP) is higher than ordinary road pavements. In this study, the objective is to develop a hydroplaning model to evaluate the hydroplaning behaviors for SBDPs. To achieve this goal, a finite element (FE) model of a 3D-patterned radial tire model was developed at first, and the grounding characteristics of tire on the SBDP were calculated as an initial condition for the follow-up hydroplaning analysis. The X-ray CT scanning device and Ostu thresholding method were used for image processing of pavement surface topography, and the 3D FE model of SBDP was established by the reverse stereological theory and voxel modeling technique, which can accurately reconstruct the pavement morphology. A fluid model was established to simulate the dynamic characteristics of water film between the tire and SBDP. On this basis, the tire–fluid–pavement interaction model was developed based on the CEL (Couple Eulerian–Lagrangian) algorithm, and it was verified by the hydroplaning empirical equations. Finally, the hydroplaning behaviors on the SBDP were studied. The findings from this study can provide a tool for hydroplaning evaluation on SBDPs, and will be helpful to improve the driving safety of SBDP in rainy days. Full article

Two of the main problems encountered in flexible pavements are the stripping of coarse aggregates and the formation of rut depth due to increases in the volume of road traffic and heavy vehicle loads, especially in areas where speeds are low. The existence of rut depth also affects the comfort and safety of road users due to the water accumulation on the pavement surface and reducing tire/pavement friction, which can lead to hydroplaning phenomena. In this research, it was proven that the use of fillers of different origins influences the affinity between aggregates and the binder. The effect of an adhesion promoter in the mix design (such as the amine included in cellulosic fiber pellets) was also studied. Several tests were carried out to determine the binder/aggregate adhesiveness, water sensitivity and resistance to permanent deformation, to evaluate the performance of different blends. It was found that the addition of this additive increased 10% of the aggregate surfaces covered with bitumen when compared with the aggregates without this addition. As expected, the water sensitivity tests showed that the mixture with granitic filler had the lowest indirect tensile strength ratio (ITSR) value (70%), while the mixtures with limestone filler led to the highest percentages (ranging from 83 to 93%). As for the results of the wheel tracking tests (WTT), it was confirmed that the use of limestone filler translates into an improvement in the performance against the permanent deformation of the asphalt mixtures. The mixture with higher bitumen content and adhesion promoter revealed the best average results. Full article

Skid resistance is a significant feature that provides consistent traffic safety management for road pavements. An appropriate level of Skid resistance describes the contribution that the pavement surface makes to tire/road friction, and the surface of the road pavement can reduce vehicle operation cost, traffic accidents, and fatalities, particularly in wet conditions. Wet conditions decrease the level of the skid resistance (pavement friction), and this may lead to serious struggles related to driving on the road pavement (e.g., skidding or hydroplaning), which contributes to higher crash rates. The knowledge of skid resistance is essential to ensure reliable traffic management in transportation systems. Thus, a suitable methodology of skid resistance measurement and the understanding of the characterization of the road pavement are key to allow safe driving conditions. This paper presents a critical review on the current state of the art of the research conducted on skid resistance measurement techniques, taking into account field-based and laboratory-based methodologies, and novel road sensors with regard to various practices of skid resistance, factors influencing the skid resistance, the concept of the minimum skid resistance and thresholds. In conclusion, new trends that are relevant to data collection approaches and innovative procedures to further describe the data treatment are discussed to achieve better understanding, more accurate data interoperability, and proper measurement of skid resistance. Full article