This paper describes the quantification of three-dimensional tyre/pavement contact stresses for vehicle tyres. The Vehicle-Road Surface Pressure Transducer Array (VRSPTA) system was developed to measure contact stresses under moving loads, i.e., Stress-In-Motion (SIM). Prediction equations for quantification of these stresses, based on tyre inflation pressure and loads for seven different tyre types, are given. Tyre inflation pressure predominantly controls the vertical contact stresses on the pavement at the tyre centre, whereas the tyre load controls those at the tyre edges. Analysis indicated that during instantaneous overloading/under-inflated conditions the maximum strain energy of distortion (SED) in the asphalt surfacing occurs close to the tyre edges, while under instantaneous uniform vertical stress conditions the SED is within the asphalt surfacing at the tyre centre. In addition to improved load/contact stress idealization for modelling, this finding may have important implications for the design of relatively thin asphalt surfacing layers for pavements.

Determination of pneumatic tyre/pavement interface contact stresses under moving loads and some effects on pavements with thin asphalt surfacing layers

This paper discusses road damage caused by heavy commercial vehicles. Chapter 1 presents some important terminology and a brief historical review of road construction and vehicle-road interaction, from ancient times to the present day. The main types of vehicle-generated road damage, and the methods that are used by pavement engineers to analyze them are discussed in Chapter 2. Attention is also given to the main features of the response of road surfaces to vehicle loads and mathematical models that have been developed to predict road response. Chapter 3 reviews the effects on road damage of vehicle features which can be studied without consideration of vehicle dynamics. These include gross vehicle weight, axle and tire configurations, tire contact conditions and static load sharing in axle group suspensions. The dynamic tire forces generated by heavy vehicles are examined in Chapter 4. The discussion includes their simulation and measurement, their principal characteristics, the effects of tires and suspension design on dynamic forces, and the potential benefits of using advanced suspensions for minimizing dynamic tire forces. Chapter 5 discusses methods for estimating the effects of dynamic tire forces on road damage. The two main approaches are either to examine the statistics of the forces themselves; or to calculate the response of a pavement model to the forces, and to calculate the resulting wear using a material damage model. The issues involved in assessing vehicles for 'road friendliness' are discussed in Chapter 6. Possible assessment methods include measuring strains in an instrumented pavement traversed by the vehicle, measuring dynamic tire forces, or measuring vehicle parameters such as the 'natural frequency' and 'damping ratio'. Each of these measurements involves different assumptions and analysis methods for converting the results into some measure of road damage. Chapter 7 includes a summary of the main conclusions of the paper and recommendations for tire and suspension design, road design and construction, and for vehicle regulations.

Interaction Between Heavy Vehicles and Roads

This paper examines theoretically the possible mechanisms of fatigue cracking in asphalt pavements using linear elastic fracture mechanics (LEFM). The effects of a non-uniform transverse contact tr...

A theoretical analysis of fatigue cracking in flexible pavements

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 procedu...

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

Almost all mechanistic flexible pavement design procedures implicitly assume that fatigue cracks originate at the bottom of the bound layers and propagate upwards towards the surface of the pavement However, observations from cracked roads in many countries have shown that the cracking originated from the surface of the pavement rather than at the base, particularly for thick flexible constructions Many researchers have been trying to confirm that surface-induced cracking can be explained by the presence of tensile and/or shear stresses (strains) at (or near to) the pavement surface A standard analysis of a pavement structure loaded by a uniform vertical contact stress shows that small horizontal stresses and strains can be generated due to negative curvature effects although it should be noted that the maximum (principal) strain at the pavement surface (at approximately 45o to the surface) can be of a similar magnitude to the horizontal tensile strain at the base of the asphalt layers In add

Report on the Prediction of Surface-Initiated Longitudinal Wheel Path Cracking in Asphalt Pavements

In contradiction to the general idea of road mechanic engineers the tire stress distribution in the contact area between tire and roadway exhibits a highly non-uniform three-dimensional (3D) character instead of a uniform vertical one In this paper an example of this 3D stress distribution is conducted out of literature With the linear elastic multi-layer program BISAR the normal stresses in an asphalt concrete layer are calculated due to this stress distribution From these calculations it is concluded tnat the normal stresses at the bottom of the asphalt concrete layer are hardly" influenced by the stress distribution in the contact area However large tensile stresses occur at the surface of the asphalt concrete layer due to the transverse shear stress component of the 3D distribution These tensile stresses can cause longitudinal cracks at the surface of asphalt concrete layers

The influence of tyre characteristics on the normal stresses in asphalt concrete pavements

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The influence of tyre characteristics on the normal stresses in asphalt concrete pavements