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Truck Tire Pavement Contact Pressure Distribution Characteristics for Super Single 18-22.5 and Smooth 11R24.5 Tires

出版	University of Texas at Austin, 1989
URL	http://books.google.com.hk/books?id=K2A51pEdjuAC&hl=&source=gbs_api

註釋Within the last 50 years truck sizes, allowable wheel loads and tire inflation pressures have increased. In order to establish pavements capable of sustaining the increased loading, the actual loading mechanisms and their magnitudes must first be identified. To identify the magnitudes, static testing was performed at The University of Texas at Austin on a specially manufactured Armstrong 11R24.5 LR-G smooth tread tire and also on a commercially available Goodyear 18-22.5 LR-H wide base, newly recapped "Super Single" tire. Contact pressure distributions were obtained for the 11R24.5 radial inflated to 95 and 110 psi and loaded to 5000, 6000, and 7000 pounds. The 18-22.5 recap was inflated to 90 and 105 psi and tested at wheel loads of 8000, 10000, and 12000 pounds. The pressure data acquisition system used to obtain the tire contact pressures consisted of three main components being: a load frame (powered by an manual hydraulic system) for mounting and loading the test tires, Fuji pressure sensitive film to record pressure distributions and a film analysis package using the Adage 3006 Graphics system to process the pressure distribution data. The contact pressure data was presented as numerical pressure distribution maps and also illistrated as two dimensional color spectral graphics and three dimensional surface plots. The experiments indicated that for the 11R24.5 radial tire and the 18-22.5 bias tire, increased wheel loads, at constant inflation pressures, generally resulted in more uniform contact pressures throughout the contact area. The same increased wheel loads were also accommodated by a lengthening of the contact area. On the other hand, increased inflation pressures, at constant wheel loads, resulted in a reduction of contact area and increased contact pressures in the contact patch's central region. Low inflation pressures tended to cause the wheel load to be distributed more heavily to the contact patch's central area for the radial tire and more heavily to the sidewall contact area for the bias tire