Pavement Friction Measurements and Vehicle Control Reparations for Nontangent Road Sections

2008 ◽  
pp. 33-33-18
Author(s):  
GG Balmer ◽  
RA Zimmer ◽  
RD Tonda
Keyword(s):  
Vehicle Control ◽  
Friction Measurements ◽  
Pavement Friction

Using Close-Range Photogrammetry to Measure Pavement Texture Characteristics and Predict Pavement Friction

2020 ◽  
Vol 2674 (10) ◽  
pp. 794-805
Author(s):  
Mohammad Al-Assi ◽  
Emad Kassem ◽  
Richard Nielsen
Keyword(s):  
Friction Model ◽  
Measurement Methods ◽  
Excellent Correlation ◽  
Close Range Photogrammetry ◽  
Pavement Surface ◽  
Texture Parameters ◽  
Texture Characteristics ◽  
Close Range ◽  
Friction Measurements ◽  
Pavement Friction

Pavement friction measurements are collected and used to assess the functional characteristics of pavements to ensure an adequate level of friction. There are several factors that affect pavement friction including the properties of the tire rubber materials and pavement surface texture characteristics. This study utilized the close-range photogrammetry (CRP) technique to measure the pavement macrotexture and microtexture. Texture parameters were calculated from the collected and analyzed images of the pavement surface. The results of the CRP texture measurements were compared with typical measurement methods. The CRP texture measurements had excellent correlation with the measurement methods used in this study; however, the CRP offers a simple and accurate, yet inexpensive, alternative to the current methods used to measure surface macrotexture and microtexture. In addition, the CRP texture parameters were incorporated in the Persson friction model to predict skid friction as a function of rubber properties. The results demonstrated an excellent correlation between measured and predicted friction. This study greatly simplified the texture parameter calculations needed in the Persson friction model with good accuracy.

Pavement Friction Modeling using Texture Measurements and Pendulum Skid Tester

2018 ◽  
Vol 2672 (40) ◽  
pp. 440-451 ◽  
Author(s):  
Ahmad Alhasan ◽  
Omar Smadi ◽  
Georges Bou-Saab ◽  
Nacu Hernandez ◽  
Eric Cochran
Keyword(s):  
Surface Texture ◽  
Friction Model ◽  
Operating Conditions ◽  
Friction Modeling ◽  
Friction Forces ◽  
Frictional Behavior ◽  
Kinetic Coefficients ◽  
Friction Measurements ◽  
The Impact ◽  
Pavement Friction

Pavement frictional behavior affects pavement performance in terms of vehicle safety, fuel consumption, and tire wear. Comprehending and interpreting pavement friction measurements is a challenging task, because of friction sensitivity to several uncontrollable factors. These factors include: pavement surface conditions, such as the type and thickness of contaminants and fluids on the surface and their interaction with friction forces; and the device operating conditions, such as sliding speed, material properties and geometry of the rubber slider used, and operating temperature. Despite the efforts to describe and quantify the impact of varying conditions on pavement friction, which ultimately will allow for a better harmonization of friction measurements, there is a need to better understand the link between the surface texture and physical friction measurements. In this paper, Persson’s friction model is used to analyze and understand the impact of surface texture on frictional behavior of dry pavement surfaces. The model was used to analyze 18 test locations, which were compared with the dry kinetic coefficients of friction (COF) estimated using a British pendulum tester (BPT). The results show that Persson’s friction model could predict the COF estimated from the BPT results with relatively high accuracy. In addition, the model could provide a profound explanation of the frictional forces mechanism. Finally, it was found that the mean profile depth (MPD) cannot provide a full picture of the frictional behavior. However, combining MPD with the Hurst exponent, texture measurements can potentially provide a full physical explanation of the frictional behavior for road surfaces.

Interconversion of Locked-Wheel and Continuous Friction Measurement Equipment (CFME) Friction Measurements

2018 ◽  
Vol 2672 (40) ◽  
pp. 452-462
Author(s):  
Silvia Barrantes Quiros ◽  
Gerardo W. Flintsch ◽  
Edgar de León Izeppi ◽  
Kevin K. McGhee
Keyword(s):  
Absolute Error ◽  
Test Facility ◽  
Coefficient Of Determination ◽  
Measurement Equipment ◽  
Friction Measurement ◽  
Force Coefficient ◽  
Wide Range ◽  
Friction Measurements ◽  
Reference Measurements ◽  
Pavement Friction

As transportation agencies are adopting proactive pavement friction management using continuous friction measurement equipment (CFME), the need for a method that allows interconversion between the traditional locked-wheel skid testers (LWSTs) becomes important to assure continuity with past practices. This paper evaluates several conversion methods based on the International Friction Index (IFI) approach and proposes an alternative method that allows predicting the measurements of the LWST using measurements with the Sideway-Force Coefficient Routine Investigatory Machine (SCRIM). The investigation is based on data collected using a SCRIM and two LWSTs on a controlled pavement test facility. The results suggest that a conversion based only on the speed adjustments (FR60) is the most effective method to predict the LWST measurements from SCRIM measurements. The coefficient of determination and average absolute error are comparable to those using the full IFI F60 formula but do not require static reference measurements. The study also showed that the three tested devices produced appropriate repeatability as computed using the limit of agreement at the three tested speeds and on a wide range of surfaces.

Identifying Friction Variations with the Standard Smooth Tire for Network Pavement Inventory Friction Testing

2005 ◽  
Vol 1905 (1) ◽  
pp. 157-165 ◽  
Author(s):  
Shuo Li ◽  
Karen Zhu ◽  
Samy Noureldin ◽  
Dwayne Harris
Keyword(s):  
Temporal Variations ◽  
Testing System ◽  
Department Of Transportation ◽  
Friction Test ◽  
Test Program ◽  
Friction Testing ◽  
Friction Measurements ◽  
System Errors ◽  
Pavement Friction

Because of the evident advantages associated with the smooth tire for the measurement of pavement friction, many highway agencies have become interested in the smooth tire. Pavement friction is the result of tire–pavement interaction. Because of the differences between ribbed and smooth tires, experiences with the ribbed tire may not apply to the smooth tire. Therefore, it is of great importance to evaluate those issues associated with the use of the smooth tire in network pavement inventory friction testing, such as variations in the friction testing system, seasonal friction variations, spatial friction variations, and temporal friction variations. The Indiana Department of Transportation (InDOT) has been using the smooth tire in the network pavement inventory friction test program since 1996. Large amounts of friction data have been obtained in the InDOT friction test track and network pavements. This paper presents the variations in the friction measurements obtained with the smooth tire because of testing system errors and seasonal and temperature effects. The paper also presents the spatial and temporal variations in the friction measurements. It was thought that the results provided in this paper would be useful for highway agencies for determination of test cycle, test spacing, and friction corrections for their network pavement inventory friction testing programs.

Assessing the validity of the ride motion simulator for a remote vehicle control task

2005 ◽  
Author(s):  
John W. Ruffner ◽  
Kaleb McDowell ◽  
Victor J. Paul ◽  
Harry J. Zywiol ◽  
Todd T. Mortsfield ◽  
...  
Keyword(s):  
Vehicle Control ◽  
Control Task ◽  
Motion Simulator

Auditory-Visual Redundancy in Vehicle Control Interruptions: Two Meta-analyses

2011 ◽  
Author(s):  
Christopher Wickens ◽  
Julie Prinet ◽  
Shaun Hutchins ◽  
Nadine Sarter ◽  
Angelia Sebok
Keyword(s):  
Vehicle Control ◽  
Meta Analyses

STUDY OF THE Cu-Zn-Al MARTENSITE AGING BY INTERNAL FRICTION MEASUREMENTS

1987 ◽  
Vol 48 (C8) ◽  
pp. C8-567-C8-572
Author(s):  
M. MORIN ◽  
M. HAOURIKI ◽  
G. GUENIN
Keyword(s):  
Internal Friction ◽  
Friction Measurements

Effect of Inner and Outer Wheels Driving Force Control on Small Electric Vehicle

2020 ◽  
Vol 17 (4) ◽  
pp. 8246-8254
Author(s):  
K. Shibazaki ◽  
H. Nozaki
Keyword(s):  
Control System ◽  
Angular Velocity ◽  
Electric Vehicle ◽  
Force Constant ◽  
Force Control ◽  
Driving Force ◽  
Vehicle Control ◽  
Steering Angle ◽  
Force Control System ◽  
The Difference

In this study, in order to improve steering stability during turning, we devised an inner and outer wheel driving force control system that is based on the steering angle and steering angular velocity, and verified its effectiveness via running tests. In the driving force control system based on steering angle, the inner wheel driving force is weakened in proportion to the steering angle during a turn, and the difference in driving force is applied to the inner and outer wheels by strengthening the outer wheel driving force. In the driving force control (based on steering angular velocity), the value obtained by multiplying the driving force constant and the steering angular velocity,  that differentiates the driver steering input during turning output as the driving force of the inner and outer wheels. By controlling the driving force of the inner and outer wheels, it reduces the maximum steering angle by 40 deg and it became possible to improve the cornering marginal performance and improve the steering stability at the J-turn. In the pylon slalom it reduces the maximum steering angle by 45 deg and it became possible to improve the responsiveness of the vehicle. Control by steering angle is effective during steady turning, while control by steering angular velocity is effective during sharp turning. The inner and outer wheel driving force control are expected to further improve steering stability.

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