pavement response due to different tyre configuration · 2019. 12. 7. · pavement response from...
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Pavement response due to different tyre configuration- a full scale HVS study
Sigurdur Erlingsson [email protected] – The Swedish National Road and Transport Research Institute
Linköping
Sweden
NVF Vägteknologi Sommarmöte
26 – 29 maj, Reykjavik, Island
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Background
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Background, Objectives & Results
Background
Type of tyres and their configurations has changed throughout the years as
new tyres have been launched. Different tyres and their configuration affects
the degradation of the road network. In this project the VTI:s HVS machine
is used to get direct measurements of pavement response to quantify their
impact.
Objectives
To get direct measurements of the response of typical pavement structure
from different tyres and their configuration.
Results
Direct measurements of pavement response that can be used with transfer
functions to predict their degradation rate.
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The HVS Nordic
Technical Specifications
Test wheel: Dual or single wheel
Load range: 30 – 110 kN
Capacity: 150 000 passages/week
Loading direction: single or bi-directional
Max speed: 12 km/h
Lateral wander: 0 – 0.7 m
Pavement temp: 0 – 30°C
Power: Diesel or electricity
The HVS Nordic is a mobile APT test
facility.
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Construction of a test object #1
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Construction of a test object #2
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Construction of a test object #3
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Construction of a test object #4
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Construction of a test object #5
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Tyre configuration
0.04.99.6
21.8
35.6
65.0
Depth [cm]
Base course
Subbase
Subgrade, sand
Subgrade, silty sand
Wearing course, ABT 16, 70/100Road base, AG22, 160/220
Tensile strain, longitudinal
Tensile strain, transversal
Vertical strain
Vertical stress
W W
p p
DW SW
Dimensions Configuration Brand
275/80 R 22,5 Twin / Dual YOKOHAMA Supersteel RY103
295/80 R 22,5 Twin / Dual Marshal KRS 15
315/80 R 22,5 Single Michelin X Multiway 3D
385/65 R 22,5 Single Michelin X Multi
425/65 R 22,5 Single Goodyear G165
455/40 R 22,5 Single Goodyear Marathon LHT+
Lateral wander
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Tyre configuration
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The response scheme
Rut profile
Temp.: T = 10°C Loading: W = 40; 50; 60 & 80 kN
Speed: v = 12 km/h Tyre pressure: p = 700; 800; 900 & 950 kPa
Loading configuration: Single & Dual
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Typical response
0.04.99.6
21.8
35.6
65.0
Depth [cm]
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Tyre configuration LA= 100 kN & p = 800 kPa
Response
Tensile strain
0.04.99.6
21.8
35.6
65.0
Depth [cm]
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Tyre configuration LA= 100 kN & p = 800 kPa
Response Vertical strain
0.04.99.6
21.8
35.6
65.0
Depth [cm]
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Tyre configuration LA= 100 kN & p = 800 kPa
Response Vertical stress
0.04.99.6
21.8
35.6
65.0
Depth [cm]
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Moist vs. wet
Moist Wet
0.04.99.6
21.8
35.6
65.0
Depth [cm]
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Distress development
Design criteria according to MPS Objekt:
Tensile strain Permanent deformation
Nf = k1·et-4 Nf = k2·ev
-4
For the standard axle loading case:
LA = 100 kPa & p = 800 kPa:
Tensile strain Vertical strain
et [me] ev [me]
Dual wheel (average) 285 663
Single wheel (average) 422 785
S/D 1.48 1.18
Reduction in live (D/S)4 4.79 1.94
Base Course
Asphalt
et
Subgrade
W
p
Subbase ev
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Conclusion
Pavement response from different tyres has been measured in a
full scale testing from four single tyres and two dual tyres
configurations.
» Great difference between dual tyre configuration vs. single
tyres is observed in the upper part of the structure. This is
true for tensile strain et, vertical strain ev & vertical stress sv.
The difference decreases with depth.
» As the tyre width increases the response generally decreases.
» The response increase (et, ev & sv) as the water table is raised.
Note that this is only based on one thin pavement structure that
has been tested.
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Thanks&
Questions?
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Tyre footprint measurements
315/80R22.5
Wheel load increased from 50 kN to 80 kN @ 800kPa
Tire pressure increased from 500 kPa to 950 kPa @ 80kN
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Blokland & Berge, 2014, Tire Selection for NordTyre Part3, SINTEF
Selection of tyre types