ABSTRACT

Skid resistance markedly depends upon road surface texture. That texture is composed of a range of scales each of which contributes differently to the generation of friction at the tire-road interface. This work aims to contribute to understanding the role of these different scales. The method adopted deploys a signal processing technique, termed Empirical Mode Decomposition, to decompose the texture into a set of component profiles of different wavelengths. The Dynamic Friction Model, a computational friction model already validated on real road surfaces, is then used to determine the relative effect of partially recomposed profiles with their components on skid resistance. The results demonstrate the importance of not only ‘small-scale' and ‘large-scale' textures but also their spatial arrangement and shape. Indeed, on wet road surfaces, ‘small-scale-texture' was found to be key to achieving good skid resistance at low speeds, whilst ‘large-scale-texture' was found to be crucial to maintaining it with increasing speed. But furthermore, the distribution of the summits of the large-scale-textures was established as being able to compensate for a lack of small-scale-texture. Conversely, the reverse was established as also being true, with the small sharp local summits of small-scale-texture being found to compensate for a lack of large-scale-texture.

摘要

防滑性明显取决于路面纹理。该纹理由一系列尺度组成，每个尺度对轮胎-道路界面摩擦的产生都有不同的贡献。这项工作旨在有助于理解这些不同尺度的作用。所采用的方法采用了一种称为经验模式分解的信号处理技术，将纹理分解为一组不同波长的分量轮廓。动态摩擦模型是一种已经在真实路面上验证过的计算摩擦模型，然后用于确定部分重组的轮廓及其组件对防滑性的相对影响。结果不仅证明了“小尺度”和“大尺度”纹理的重要性，还证明了它们的空间排列和形状的重要性。事实上，在潮湿的路面上，发现“小尺寸纹理”是在低速下实现良好防滑性的关键，而“大尺寸纹理”被发现对于在增加速度时保持它至关重要。但此外，大尺度纹理峰顶的分布被确定为能够弥补小尺度纹理的不足。相反，反过来也成立，小尺度纹理的小而尖锐的局部山峰被发现可以弥补大尺度纹理的缺乏。大尺度纹理顶点的分布被确定为能够弥补小尺度纹理的不足。相反，反过来也成立，小尺度纹理的小而尖锐的局部山峰被发现可以弥补大尺度纹理的缺乏。大尺度纹理顶点的分布被确定为能够弥补小尺度纹理的不足。相反，反过来也成立，小尺度纹理的小而尖锐的局部山峰被发现可以弥补大尺度纹理的缺乏。