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Measurement of Shear Forces Developed Between Tire and Pavement

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Measurement of Shear Forces Developed Between Tire and Pavement r MEASUREMENT OF SHEAR FORCES DEVELOPED BETWEEN TIRE AND PAVEMENT Robert D. Ervin, The University of Michigan ( Mobile apparatuses have been constructed and tire and/or highway-related interests. Regarding employed to evaluate the shear forces produced the latter, of course, skid-trailer-type devices and by pneumatic tires on actual paved surfaces. methods have been standardized by the American These devices have permitted extensive examina­ Society for Testing and Materials (ASTM) princi­ tion of tires designed for service on passenger pally as a means to assess the acceptability of the cars and on light and heavy trucks. Considera­ extant friction potential. of roadways within a given tions of system design and mobile test highway system. This paper, however, is more methodology are discussed as they constitute a generally addressed to the state of the mobile special interest within tire test technology. traction measurement art as it has been pursued by The specific design characteristics and those for whom the tire constitutes the independent capabilities of mobile traction test machines variable and for whom the road section represents developed at the Highway Safety Research merely a selected test condition. Institute are discussed. Example data are The use of machinery specially engineered for ( presented illustrating the characteristic this purpose appears to date back to the 1930's, measurements for which mobile techniques are although the era of comprehensive measurements of most suitable. tire shear force and moment behavior would seem to have been initiated with the development of a six­ component device at the Cornell Aeronautical Laboratory in 1954 (1). This device permitted This paper addresses the state of technology operation of passenger car tires under the full which has developed to permit the experimental complement of angular and longitudinal slip and determination of the force and moment generation camber conditions, over a range of tire loads and properties of pneumatic tires on actual paved speeds. Major contributions to the tire mechanics surfaces. Categorically, the experiments involve literature were later provided from measurements the use of mobile machines which impose a set of taken on mobile machines developed in the U.S. and controlled operating conditions on a tire specimen in Europe in the sixties (2, 3, 4). Publication of while the entire machine travels across a s pecimen data describing truck tire-shear-forces as measured pavement. Such machinery and experiments share a at highway speeds on mobile apparatuses did not number of features and techniques with laboratory appear until 1974 and 1975, covering longitudinal test approaches using fixed machines and (usually) properties (5, 6, 7, 8) and 1976,' covering lateral artificial "roadways." The mobile machine and properties (2) ,- - - associated test methodology, however, generally requires a number of specialized design c harac­ teristics which will be discussed here. Further, Design Features of Mobile Tire Test Ma chines it is characteristic that mobile test t echniques are especially applied to the examination of high All mobile tire traction dynamometers incor­ slip phenomena~ that is, as pertain to the severe porate a foundation vehicle whose function is to l cornering and braking maneuvers of vehicles. As is tow, direct, and, at least partially, support the well known, the shear force production of tires tire-locating apparatus as it travels. Mobile at high values of angular and longitudinal slip is mac hines have been cons tructed in the form of (a) determined by frictional mechanisms which depend unit vehicles, on which the tire support assembly upon the surface texture as well as the velocity is attached to the foundation vehicle frame (e.g., condition under which the tire operates. Clearly, 1, 2, 4, 10) or (b) tow vehicle and trailer, with then, the mobile methodologies employed in tire the-ti-;e -;;j°pport assembly located on the trailer shear force measurement are primarily justified by, (e.g., 1_, f, 11, -11_). Regardless of the specific firstly, the need for pavement authenticity and, arrangement of vehicle units and tire support secondly, the need for highway-type test speeds-­ assemblies, the key design criterion peculiar to although certain laboratory apparatuses can meet the mobile environment would appear to be the need the speed requirement. to tolerate roughness in the test pavement without Mobile test techniques provide data which are suffering excessive variations in the vertical load useful to the technical communities representing condition. This primary design interest is distinct 43 44 from that applied to laboratory machines, of course, the minimization of unsprung mass so that de­ since laboratory test apparatuses employ very smooth, coupling is achieved. rigidly located roadways as well as rigidly located Additional burdens associated with these wheel supports. The tire which is tested on a apparatuses include the need for incorporating a mobile apparatus experiences load changes which full complement of mobile support services into derive, in part, from road profile fluctuations the foundation vehicle. Typically, the test system whose frequency content includes significant com­ which incorporates servo mechanisms in the wheel­ ponents in the vicinity of, and above, the "wheel locating functions employs an engine-driven hop" natural frequency of the test wheel assembly. electrical generator, a hydraulic power supply, a Accordingly, a fundamental design objective is to compressed air system, an on-board water tank, minimize the mass directly supported on the tire pump, flow control and nozzle system, and an spring thus maximizing the natural frequency of the electronic data acquisition and test control wheel hop system. Correspondingly, the trans­ station. Features are often provided for easily mission of vibrations down through the foundation changing test tire specimens, for performing quick vehicle must be minimized either by means of a reference calibrations, for protection of the soft, perhaps pneumatic, spring-type loading instrumented wheel suspension in the event of a system, or a broad bandwidth electrohydraulic blowout, and for the convenient recovery of a servo load control system and/or a specially­ highway-legal configuration for transport. softened suspension system on the foundation vehicle itself to minimize, altogether, the ride vibrations of the foundation vehicle. Considerations of Mobile Test Methodology A second major design consideration which places peculiar demands upon the mobile-type The typical mobile tire traction test involves f-iYP f-pc::f- :::inn~r~t-,,o ;c, t-ho -nr..orl t-"" ro...-r-.,,-i..:1.-.. ~ ..... .,_ •• . -- - --- ----- -- l- --· --- -- - high values of slip and to maintain the various load, and homogeneous pavement condition. The other condition variables while reacting the constant velocity condition imposes certain con­ large levels of shear force developed by the test straints on the configuration of an acceptable tire. Since all longitudinal components of she ar test facility; i.e., there must be space provided force require an equal and opposite level of drive for attaining the needed speed and there must be thrust from the foundation vehicle if velocity is multiple hundreds of feet of test-quality pavement to be held constant, mobile tire test machines to permit a 2- to, perhaps, 10-second slip commonly employ irregularly large engines. sequence at highway-type speeds. In the author's (Another argument for the large engine derives experience, oval-type facilities render the mobile from the need to accelerate the overall machine test most efficient since speed can be maintained up to desired test speeds~even on test facilities and successive passes over the target pavement can affording limited space for "run-up." The primary be conducted with a minimum "cycle time." Of design variable, however, which serves to minimize course, the overall length of an oval track will the velocity change accruing during a longitudinal determine the cycle time with increased-length traction test is simply the mass of the total tracks providing reduced testing efficiency. vehicle system.) Regarding wet testing, crowned pavement lanes are To react lateral components of shear force less desirable than planar surfaces which are con­ generated by the test tire, one of two approaches structed with a uniformly small side slope are taken. If the tire is of passenger tire size, (typically, 0.5 to 1.5%). Crowned pavement lanes it is possible to provide adequate levels of side are objectionable inasmuch as they afford varying force reaction capability by employing a heavy water depths across the lateral dimension of the truck as the foundation vehicle. If sufficiently (pre-wetted) lane---thereby providing a source of loaded, such a vehicle will accrue negligible levels randomness in connection with the run-to-run of body sideslip angle as a result of test tire variation in lateral position of the mobile side force since the cornering stiffness of in­ apparatus. stalled vehicle tires provides a very high-rate The wet surface condition is generally spring analogous to the rigidity afforded by the achieved either through a ground-fixed, constant structural character of laboratory apparatuses. flow watering system, or by means of a test The second approach toward reaction of lateral vehicle-borne delivery system whose flow rate is forces involves the use of two counter-slipping adjusted proportionately
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