Skid Resistance and Road-Surface Texture

2009 ◽  
pp. 5-5-9
Author(s):  
H Augustin
Keyword(s):  
Surface Texture ◽  
Road Surface ◽  
Skid Resistance

Road surface texture and skid resistance

2015 ◽  
Vol 3 (4) ◽  
pp. 043001 ◽  
Author(s):  
Minh-Tan Do ◽  
Veronique Cerezo
Keyword(s):  
Surface Texture ◽  
Road Surface ◽  
Skid Resistance

Wet Skid Resistance of Car and Truck Tires

1974 ◽  
Vol 2 (2) ◽  
pp. 102-116 ◽  
Author(s):  
A. Dijks
Keyword(s):  
Surface Texture ◽  
Road Surface ◽  
Skid Resistance ◽  
Test Results ◽  
Side Force ◽  
Force Coefficients ◽  
Truck Tires ◽  
Braking Force ◽  
Wet Skid Resistance

Abstract Two test trailers for measuring tire characteristics are described. One of the trailers is specially built for testing car tires and can steer, camber, and brake the test tire. This trailer is provided with a five component measuring hub. The second trailer, for testing truck tires, is restricted to braking only. Braking forces are measured with a dynamometer. The determination of peak and locked wheel braking force coefficients is discussed. In addition, for car tires, a method for obtaining side force coefficients is given. Test results are given for both car and truck tires showing the influence of road surface texture, speed, and tread depth on skid resistance, and the results are compared.

The influence of road surface texture on the skid resistance under wet conditions

2018 ◽  
Vol 234 (3) ◽  
pp. 313-319
Author(s):  
Rebekka Kienle ◽  
Wolfram Ressel ◽  
Tobias Götz ◽  
Markus Weise
Keyword(s):  
Friction Coefficient ◽  
Film Thickness ◽  
Water Depth ◽  
Surface Texture ◽  
Water Film ◽  
Road Surface ◽  
Skid Resistance ◽  
Water Film Thickness ◽  
Pavement Surface ◽  
Wet Friction

Due to their influence on traffic safety, skid resistance and drainage are important surface properties of a road and their optimization and durability is still focus of ongoing research. Under wet conditions, these two characteristics are connected as a wetted road cannot provide a sufficient skid resistance without a working drainage system. The wet friction is mainly affected by the road surface geometry and the water depth. Herein, we describe a novel numerical approach to study the influence of the surface texture – mainly the microtexture – on the wet friction coefficient. This method is based on the hysteresis effect, which is the main friction force on rough surfaces under wet conditions. We therefore use an already established friction model for dry surfaces and extend its range of application by an additional consideration of water films. A drainage model has been developed to calculate the water film thickness for a given road surface and geometry (pavement surface runoff model) as systematic measurements of water film thicknesses in situ are difficult. The water depth determines the number of contact points between the pavement and the tyre. Based on three-dimensional measurements of a surface texture, the friction coefficient is calculated. By this newly developed model approach, it is possible to identify the main factors influencing wet skid resistance in regard to the pavement surface microtexture and the water film thickness.

High-Speed Noncontact Profiling of Pavement Surface Texture and Its Significance

1986 ◽  
Vol 108 (3) ◽  
pp. 455-461
Author(s):  
J. C. Wambold ◽  
J. J. Henry
Keyword(s):  
Surface Texture ◽  
High Speed ◽  
Large Scale ◽  
Vision System ◽  
Small Scale ◽  
Skid Resistance ◽  
Texture Measurement ◽  
Pavement Surface ◽  
Texture Characteristics ◽  
Regression Techniques

It is generally agreed that the friction between a tire and a wet pavement (skid resistance) is controlled by the surface texture characteristics. Therefore, by measuring the relevant parameters describing texture, or by measuring a physical process dependent on texture, regression techniques can be used to relate skid resistance to the chosen texture parameter or process. Two scales of texture are of particular importance: microtexture (small-scale asperities) and macrotexture (large-scale asperities). This paper describes work performed to: (1) review candidate macrotexture and microtexture measurement methods that can be made at highway speeds (at or about 64 km/h [40 mph]), which are presently used or have potential for use in pavement texture measurement; (2) design and build a prototype of the most promising method; and (3) evaluate the effects of pavement surface texture on skid resistance. A prototype noncontact vision system that makes texture measurements at highway speeds was developed, and several improvements were made to upgrade the system to provide an improved prototype. Both hardware and software enhancements have yielded a texture measurement system that can obtain pavement macrotexture data in a fast, efficient, and reliable way.

Angular Parameter for Characterizing Road Surface Microtexture

2000 ◽  
Vol 1723 (1) ◽  
pp. 66-72 ◽  
Author(s):  
Minh-Tan Do ◽  
Hassan Zahouani ◽  
Roberto Vargiolu
Keyword(s):  
Profile Analysis ◽  
Road Surface ◽  
Skid Resistance ◽  
Analysis Program ◽  
Simple Method ◽  
Coarse Aggregates ◽  
The Difference ◽  
Tire Friction ◽  
Tactile System

Development of a device for measuring road surface microtexture and the determination of a microtexture parameter related to wet road/tire friction are discussed. A laser autofocus system was selected from existing devices. The required characteristics were defined from consideration of the contact between wet roads and tires. The autofocus principle is presented briefly, and comparison is made with a tactile system. The microtexture parameter, called the theta parameter, is defined from the useful parts of the texture profiles, that is, those in contact with the tire. It characterizes relative positions of profile peaks. A simple method was proposed to define the peaks. The profile analysis program is presented briefly. Relevance of the theta parameter was validated on surfaces composed of coarse aggregates with planar exposed faces. The specimens were polished using a projection method to emphasize the microtexture contrast between surfaces. Friction was measured using a skid resistance tester (SRT) pendulum. Profiles were measured using both laser and tactile systems. Characteristics of profiles are given. The statistical distribution of theta values obtained on a profile may be described by an exponential function. Close agreement was found between theta values obtained from laser and tactile profiles, values from laser profiles being somewhat lower. The difference is attributed to profile length. Fair correlation was found ( r2 > 0.80) between theta values and SRT friction, and similar tendencies were observed from laser and tactile data.

scholarly journals Assessment of Skid Resistance of Asphalt Mixtures in Laboratory Conditions

2012 ◽  
Vol 58 (4) ◽  
pp. 521-534 ◽  
Author(s):  
W. Gardziejczyk ◽  
M. Wasilewska
Keyword(s):  
Asphalt Concrete ◽  
Laboratory Tests ◽  
Asphalt Mixtures ◽  
Road Surface ◽  
Skid Resistance ◽  
Mastic Asphalt ◽  
Laboratory Conditions ◽  
University Of Technology ◽  
Road Surfaces ◽  
Stone Mastic Asphalt

AbstractThe aggregate applied for the wearing course has a significant influence on skid resistance of road surfaces. However, it is difficult to evaluate the behaviour of road surface in use on the basis of the Polished Stone Value (PSV) determined for the aggregate according to the so called ‘British method’. The British method, which is currently used in many countries, does not allow to determine the influence of neither the grain size of the aggregate nor the type of the wearing course on skid resistance of road surface. The present paper suggests a method for evaluation of the British Pendulum Number (BPN) for road surfaces in laboratory conditions. The authors assumed the BPN for polished slabs, made from asphalt mixtures, as the criterion. The index was measured with the British Pendulum Tester. The simulation of the process was conducted on research stand (called slab polisher) built at Bialystok University of Technology (BUT). The results of laboratory tests indicate that surfaces from asphalt concrete (AC) have slightly higher values of BPN in comparison with the values determined for surfaces made from stone mastic asphalt (SMA).

scholarly journals Road Surface Texture Prints

Nature ◽  
1940 ◽  
Vol 145 (3662) ◽  
pp. 40-40
Keyword(s):  
Surface Texture ◽  
Road Surface

Influence of Test Conditions on Wet Skid Resistance of Tire Tread Compounds

1968 ◽  
Vol 41 (2) ◽  
pp. 477-494 ◽  
Author(s):  
K. A. Grosch ◽  
G. Maycock
Keyword(s):  
Contact Region ◽  
Measuring Method ◽  
Significant Loss ◽  
Road Surface ◽  
Skid Resistance ◽  
Vehicle Speed ◽  
Appreciable Change ◽  
Wet Friction ◽  
Road Surfaces ◽  
On The Road

Abstract This paper is primarily concerned with the skid behavior of tread compounds, and the extent to which testing parameters such as the type of road surface, the vehicle speed, or whether peak and sliding coefficients are considered, influence the skid behavior of one tread compound in relation to another. Whilst the actual braking coefficients depend profoundly on all these parameters the rating of two compounds is much less affected by them. Moreover, subject to the qualification given in the paper, the ranking of compounds will in many cases be predicted correctly by the RRL skid tester. The question arises how the rating of tread compounds will be affected by other testing methods. The three most commonly used are cornering, traction, and stopping distance tests. The first two are dominated by the peak value of the friction coefficient because the measurements are taken just before sliding occurs whilst the last reflects the sliding value of the braking coefficient. Since the rating is virtually the same for these two types of measurement it is likely to be independent of the measuring method. Although the ranking of compounds does not depend on the road surface, well drained road surfaces gave more reproducible results and larger ratings so that fewer readings are required on such a surface than on a flooded one. The following observations as to the nature of wet friction emerge from the present study. (a) Changes in coefficient of friction with tread compound and type of road surface texture confirm the findings of Miss Sabey, and Greenwood and Tabor, that the energy loss component of wet friction on coarse surfaces increases with the sharpness of the asperities, and thus with the pressure on the tops of the asperities. A mechanism for such energy losses based on elastic stored energy is suggested. (b) The decrease in the braking coefficient, as observed on well drained or dry road surfaces after the wheels have become locked, is explained by the frictional temperature rise in the area of contact. (c) It is suggested that in the case of the sliding tire, temperature increase in the contact region with increasing vehicle speed contributes to the observed fall in coefficient with increasing speed. This, together with the temperature dependence of the rubber properties, is used to explain small differences between the speed coefficients of various compounds in their rate of fall off with speed. (d) The mean braking coefficients of the compounds increase with their internal viscosity. It appears that the internal losses can be increased and therefore the skid resistance improved by incorporation of a heavy oil without an appreciable change in the glass transition temperature as measured by a torsion pendulum. This is strikingly demonstrated by the highly resilient natural rubber, whose skid resistance is greatly improved by oil extension without any significant loss in resistance to tire wear.

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