Relevant bibliographies by topics / Hydroplaning

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  1. Journal articles
  2. Dissertations / Theses
  3. Book chapters
  4. Conference papers
  5. Reports

Academic literature on the topic 'Hydroplaning'

Author: Grafiati
Published: 4 June 2021
Last updated: 18 April 2023

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Journal articles on the topic "Hydroplaning"

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Ong, G. P., T. F. Fwa, and J. Guo. "Modeling Hydroplaning and Effects of Pavement Microtexture." Transportation Research Record: Journal of the Transportation Research Board 1905, no. 1 (January 2005): 166–76. http://dx.doi.org/10.1177/0361198105190500118.

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Hydroplaning on wet pavement occurs when a vehicle reaches a critical speed and causes a loss of contact between its tires and the pavement surface. This paper presents the development of a three-dimensional finite volume model that simulates the hydroplaning phenomenon. The theoretical considerations of the flow simulation model are described. The simulation results are in good agreement with the experimental results in the literature and with those obtained by the well-known hydroplaning equation of the National Aeronautics and Space Administration (NASA). The tire pressure–hydroplaning speed relationship predicted by the model is found to match well the one obtained with the NASA hydroplaning equation. Analyses of the results of the present study indicate that pavement microtexture in the 0.2- to 0.5-mm range can delay hydroplaning (i.e., raise the speed at which hydroplaning occurs). The paper also shows that the NASA hydroplaning equation provides a conservative estimate of the hydroplaning speed. The analyses in the present study indicate that when the microtexture of the pavement is considered, the hydroplaning speed predicted by the proposed model deviates from the speed predicted by the smooth surface relationship represented by the NASA hydroplaning equation. The discrepancies in hydroplaning speed are about 1% for a 0.1-mm microtexture depth and 22% for a 0.5-mm microtexture depth. The validity of the proposed model was verified by a check of the computed friction coefficient against the experimental results reported in the literature for pavement surfaces with known microtexture depths.
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Wang, You Shan, Jian Wu, and Ben Long Su. "Analysis on the Hydroplaning of Aircraft Tire." Advanced Materials Research 87-88 (December 2009): 1–6. http://dx.doi.org/10.4028/www.scientific.net/amr.87-88.1.

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Aircraft tire is an important subassembly of aircraft, which is related to its safety tightly, especially for civil aircraft. Moreover, hydroplaning of aircraft tires is often a contributing factor in take-off and landing overrun and veeroff accidents. Therefore the study on them is imperative. For studying the hydroplaning of aircraft tire, a 2D finite element model of aircraft tire is developed by using TYABAS software, and then a 3D patterned tire model is presented. The hydroplaning of aircraft tire is analyzed by generally coupling an Eulerian finite volume method and an explicit Lagrangian finite element method. The hydroplaning speeds are investigated, which is a key factor of hydroplaning. Results indicated that the hydroplaning speed increases with the increment of inflation pressure; the hydroplaning speed decreases with the increment of the footprint aspect ratio.
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Meethum, Piyanut, and CHAKRIT SUVANJUMRAT. "Numerical Study of Dynamic Hydroplaning Effects on Motorcycle Tires." International Journal of Automotive and Mechanical Engineering 20, no. 1 (March 30, 2023): 10192–210. http://dx.doi.org/10.15282/ijame.20.1.2023.04.0789.

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Hydroplaning is a hydrodynamic phenomenon and has crucial effects on motorcycle tires that roll on a wet road at high speed. It causes an accident that results in numerous injuries and deaths of motorcyclists. This accident happens to an overestimation of the dynamic tire performance. Therefore, this research aims to propose a mathematical model to predict the maximum hydroplaning speed of motorcycle tires. The motorcycle tire was experimentally performed the hydroplaning test by the developing machine. The fluid-structure interaction (FSI), in which a rolling tire interacted with fluid on the road, was modeled using finite element and finite volume methods. It compared against the experiment and was in good agreement. Therefore, motorcycle tire hydroplaning was studied by varying velocities, inflation pressures, and carrying loads. It was found that the hydroplaning speeds had a serious relationship only to the carrying loads. Therefore, the novel function of hydroplaning velocity was established in the carrying load form. It is simple to specify the maximum hydroplaning speed of motorcycle tires. In addition, it will be a good and novel guidance tool for motorcycle riding communities and motorcycle tire manufacturers to calculate hydroplaning resistance of their motorcycle tires.
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Seta, E., Y. Nakajima, T. Kamegawa, and H. Ogawa. "Hydroplaning Analysis by FEM and FVM: Effect of Tire Rolling and Tire Pattern on Hydroplaning." Tire Science and Technology 28, no. 3 (July 1, 2000): 140–56. http://dx.doi.org/10.2346/1.2135997.

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Abstract We established the new numerical procedure for hydroplaning. We considered the following three important factors; fluid/structure interaction, tire rolling, and practical tread pattern. The tire was analyzed by the finite element method with Lagrangian formulation, and the fluid was analyzed by the finite volume method with Eulerian formulation. Since the tire and the fluid can be modeled separately and their coupling is computed automatically, the fluid/structure interaction of the complex geometry, such as the tire with the tread pattern, can be analyzed. Since we focused the aim of the simulation on dynamic hydroplaning with thick water films, we ignored the effect of fluid viscosity. We verified the predictability of the hydroplaning simulation in the different parameters such as the water flow, the velocity dependence of hydroplaning, and the effect of the tread pattern on hydroplaning. These parameters could be predicted qualitatively. We also developed the procedure of the global-local analysis to apply the hydroplaning simulation to a practical tire tread pattern design, and we found that the sloped block tip is effective in improving hydroplaning performance.
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Liu, Yang, Zhendong Qian, Changbo Liu, and Qibo Huang. "Investigation on Hydroplaning Behaviors of a Patterned Tire on a Steel Bridge Deck Pavement." Applied Sciences 11, no. 22 (November 10, 2021): 10566. http://dx.doi.org/10.3390/app112210566.

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The hydroplaning propensity on the steel bridge deck pavement (SBDP) is higher than ordinary road pavements. In this study, the objective is to develop a hydroplaning model to evaluate the hydroplaning behaviors for SBDPs. To achieve this goal, a finite element (FE) model of a 3D-patterned radial tire model was developed at first, and the grounding characteristics of tire on the SBDP were calculated as an initial condition for the follow-up hydroplaning analysis. The X-ray CT scanning device and Ostu thresholding method were used for image processing of pavement surface topography, and the 3D FE model of SBDP was established by the reverse stereological theory and voxel modeling technique, which can accurately reconstruct the pavement morphology. A fluid model was established to simulate the dynamic characteristics of water film between the tire and SBDP. On this basis, the tire–fluid–pavement interaction model was developed based on the CEL (Couple Eulerian–Lagrangian) algorithm, and it was verified by the hydroplaning empirical equations. Finally, the hydroplaning behaviors on the SBDP were studied. The findings from this study can provide a tool for hydroplaning evaluation on SBDPs, and will be helpful to improve the driving safety of SBDP in rainy days.
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Ding, Yangmin, and Hao Wang. "Evaluation of Hydroplaning Risk on Permeable Friction Course using Tire–Water–Pavement Interaction Model." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 40 (June 17, 2018): 408–17. http://dx.doi.org/10.1177/0361198118781392.

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Wet weather-related hazards such as hydroplaning can be reduced with the proper use of permeable friction course (PFC). At low rainfall intensities, PFC provides quick drainage of water and better skid resistance. However, at higher rainfall rates, the entire volume of runoff cannot be discharged within the porous layer, causing drainage to occur on pavement surface. Water flow on the road surface can result in hydroplaning of tires. The objective of the study is to evaluate hydroplaning risk of multi-lane roadways with PFC using a fluid–structure interaction model. A comprehensive three-dimensional grooved tire–water–pavement interaction model was developed to predict hydroplaning speeds on different pavement surfaces, rainfall intensities, and rutting depths for the passenger car tire with anti-lock braking system. The results demonstrate that PFC can effectively reduce hydroplaning risk for two-lane roadways under light rain rate to moderate rain rate as compared with impervious pavements. The hydroplaning risk becomes more apparent as the number of traffic lanes increases or with the presence of pavement rutting. However, hydroplaning risk on roadways with more than six traffic lanes under heavy rainfall intensity can still exist on PFC. The study results can be useful for both driver and transportation agencies to improve driving safety in wet weather.
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NAKAJIMA, Yukio. "Hydroplaning of Tire." JAPANESE JOURNAL OF MULTIPHASE FLOW 27, no. 2 (2013): 102–9. http://dx.doi.org/10.3811/jjmf.27.102.

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Zhou, Hai Chao, Guo Lin Wang, Jian Yang, and Kai Xin Xue. "Numerical Simulation of Tire Hydroplaning and its Influencing Factors." Applied Mechanics and Materials 602-605 (August 2014): 580–85. http://dx.doi.org/10.4028/www.scientific.net/amm.602-605.580.

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Tire hydroplaning has become a direct inducement of wet-weather road accidents. The model of hydroplaning of the deformed rib tire with load was built with the help of CFD (Computational Fluid Dynamics) technology. The three-dimensional SST coupled with the Volume of Fluid (VOF) model was applied to numerically simulate the air-water two phase flow with free surface in tire hydroplaning. Based on the model of hydroplaning, the influence of water film and water velocity on tire hydroplaning were analyzed. Analysis shows that tire has a high pressure induced by water impact in the front of footprint; water flow is inclined to tire sidewall. The water velocity in different circumferential pattern is difference. There is an apparent impact of water film thickness and velocity on tire hydrodynamic pressure and the high pressure zone. Therefore, the results of this paper can give recommendations on drivers in the rainy weather.
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Yang, Jian, Guo Lin Wang, and Hai Chao Zhou. "Characteristics Analysis of Tire Hydroplaning Flow and Tread Design Influence Study." Applied Mechanics and Materials 623 (August 2014): 57–65. http://dx.doi.org/10.4028/www.scientific.net/amm.623.57.

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Tire hydroplaning has become a direct inducement of wet-weather road accidents. The model of hydroplaning of the deformed rib tire with load was built with the help of CFD (Computational Fluid Dynamics) technology. The three-dimensional SST coupled with the Volume of Fluid (VOF) model was applied to numerically simulate the air-water two phase flow with free surface in tire hydroplaning. Based on the model of hydroplaning, the design of tire pattern rib and lateral grooves on tire hydroplaning were analyzed. Analysis shows that tire has a high pressure induced by water impact in the front of footprint; water flow is inclined to tire sidewall. For the rib grooves, the depth of rib groove has a largest effect, followed by the rib groove width, finally the distance between the two rib grooves; for the lateral grooves, the structure factors sequence is :lateral grooves number> width> angle.
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Okano, T., and M. Koishi. "A New Computational Procedure to Predict Transient Hydroplaning Performance of a Tire." Tire Science and Technology 29, no. 1 (January 1, 2001): 2–22. http://dx.doi.org/10.2346/1.2135228.

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Abstract “Hydroplaning characteristics” is one of the key functions for safe driving on wet roads. Since hydroplaning depends on vehicle velocity as well as the tire construction and tread pattern, a predictive simulation tool, which reflects all these effects, is required for effective and precise tire development. A numerical analysis procedure predicting the onset of hydroplaning of a tire, including the effect of vehicle velocity, is proposed in this paper. A commercial explicit-type FEM (finite element method)/FVM (finite volume method) package is used to solve the coupled problems of tire deformation and flow of the surrounding fluid. Tire deformations and fluid flows are solved, using FEM and FVM, respectively. To simulate transient phenomena effectively, vehicle-body-fixed reference-frame is used in the analysis. The proposed analysis can accommodate 1) complex geometry of the tread pattern and 2) rotational effect of tires, which are both important functions of hydroplaning simulation, and also 3) velocity dependency. In the present study, water is assumed to be compressible and also a laminar flow, indeed the fluid viscosity, is not included. To verify the effectiveness of the method, predicted hydroplaning velocities for four different simplified tread patterns are compared with experimental results measured at the proving ground. It is concluded that the proposed numerical method is effective for hydroplaning simulation. Numerical examples are also presented in which the present simulation methods are applied to newly developed prototype tires.
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Dissertations / Theses on the topic "Hydroplaning"

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Mahadevan, Sankar. "Developing a Vehicle Hydroplaning Simulation using Abaqus and CarSim." Thesis, Virginia Tech, 2016. http://hdl.handle.net/10919/79699.

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Tires are the most influential component of the vehicle as they constitute the only contact between the vehicle and the road and have to generate and transmit forces necessary for the driver to control the vehicle. Hydroplaning is a phenomenon which occurs when a layer of water builds up between the tires of a vehicle and the road surface which leads to loss of traction that prevents the vehicle from responding to control inputs such as steering, braking or acceleration. It has become an extremely important factor in the automotive and tire industry to study the factors affecting vehicle hydroplaning. Nearly 10-20% of road fatalities are caused by lack of traction on wet surfaces. The tire tread pattern, load, inflation pressure, slip and camber angles influence hydroplaning to a great extent. Finite Element Analysis, although computationally expensive, provides an excellent way to study such Fluid Structure Interactions (FSI) between the tire-water-road surfaces. Abaqus FSI CEL approach has been used to study tire traction with various vehicle configurations. The tire force data obtained from the Finite Element simulations is used to develop a full vehicle hydroplaning model by integrating the relevant outputs with the commercially available vehicle dynamics simulation software, CarSim.
Master of Science
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Maleska, Markus [Verfasser]. "Hydroplaning Performance of Non-Free-Rolling Passenger Car Tires / Markus Maleska." Düren : Shaker, 2020. http://d-nb.info/1213472784/34.

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Yassin, Menna. "Steady State Hydroplaning Risk Analysis and Evaluation of Unsteady State Effects." Scholar Commons, 2019. https://scholarcommons.usf.edu/etd/7990.

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Hydroplaning is a major concern on high speed roadways during heavy rainfall events. Hydroplaning tools are widely used by designers to reduce their roadway’s hydroplaning potential, therefore reducing the possibilities of severe crashes. This dissertation presents two methodologies for improving the prediction of hydroplaning potential. The first phase focused on improving an existing widely used software called PAVDRN. Using multiple datasets from the Florida Department of Transportation, the author filtered the data using specific criteria to leave only truly dynamic hydroplaning crashes. The author then evaluated PAVDRN’s prediction capabilities and assessed its reliability in predicting a hydroplaning crash. Using past accident statistics, the author accounted for extraneous factors that are difficult to capture, such as driver behavior, and obtained probability factors for a more realistic estimate of hydroplaning risk on roadways. The second phase focused on improving the modeling technique used in hydroplaning prediction tools. Currently when assessing a roadway’s hydroplaning potential, the roadside drainage is not considered in the analysis. The author modeled a combined pavement-drainage system using a 1D/2D method to better capture the effects of roadside drainage, especially in the events of flooding. The methodology used in modeling successfully captures the backwater effects that are caused under critical flooding conditions. Lastly the author created a new tool (MY-PAVDTCH) to provide design engineers with updated waterfilm thickness values under roadside drainage flooded conditions.
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Velez, Rodriguez Kenneth Xavier. "Systemic Network-Level Approaches for Identifying Locations with High Potential for Wet and Hydroplaning Crashes." Diss., Virginia Tech, 2021. http://hdl.handle.net/10919/104926.

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Crashes on wet pavements are responsible for 25% of all crashes and 13.5% of fatal crashes in the US (Harwood et al. 1988). This number represents a significant portion of all crashes. Current methods used by the Department of Transportations (DOTs) are based on wet over dry ratios and simplified approaches to estimate hydroplaning speeds. A fraction of all wet crashes is hydroplaning; although they are related, the difference between a "wet crash" and "hydroplaning" is a wet-crash hydrodynamic-based severity scale is less compared to hydroplaning where the driver loses control. This dissertation presents a new conceptual framework design to reduce wet- and hydroplaning-related crashes by identifying locations with a high risk of crashes using systemic, data-driven, risk-based approaches and available data. The first method is a robust systemic approach to identify areas with a high risk of wet crashes using a negative binomial regression to quantify the relationship between wet to dry ratio (WDR), traffic, and road characteristics. Results indicate that the estimates are more reliable than current methods of WDR used by DOTs. Two significant parameters are grade difference and its absolute value. The second method is a simplified approach to identify areas with a high risk of wet crashes with only crash counts by applying a spatial multiresolution analysis (SMA). Results indicate that SMA performs better than current hazardous-road segments identification (HRSI) methods based on crash counts by consistently identifying sites during several years for selected 0.1 km sections. A third method is a novel systemic approach to identify locations with a high risk of hydroplaning through a new risk-measuring parameter named performance margin, which considers road geometry, environmental condition, vehicle characteristics, and operational conditions. The performance margin can replace the traditional parameter of interest of hydroplaning speed. The hydroplaning risk depends on more factors than those identified in previous research that focuses solely on tire inflation pressure, tire footprint area, or wheel load. The braking and tire-tread parameters significantly affected the performance margin. Highway engineers now incorporate an enhanced tool for hydroplaning risk estimation that allows systemic analysis. Finally, a critical review was conducted to identify existing solutions to reduce the high potential of skidding or hydroplaning on wet pavement. The recommended strategies to help mitigate skidding and hydroplaning are presented to help in the decision process and resource allocation. Geometric design optimization provides a permanent impact on pavement runoff characteristics that reduces the water accumulation and water thickness on the lanes. Road surface modification provides a temporary impact on practical performance and non-engineering measures.
Doctor of Philosophy
Crashes on wet pavements are responsible for 25% of all crashes and 13.5% of fatal crashes in the US (Harwood et al. 1988). This number represents a significant portion of all crashes. Current procedures used by DOTs to identify locations with a high number of wet crashes and hydroplaning are too simple and might not represent actual risk. A fraction of all wet crashes is hydroplaning, although they are related to the difference between a "wet crash" and "hydroplaning" is a wet crash water-vehicle interaction is less compared to hydroplaning where the driver loses control. This dissertation presents a new procedure to evaluate the road network to identify locations with a high risk of wet crashes and hydroplaning. The risk estimation process uses data collected in the field to determine the risk at a particular location and, depending on the available data a transportation agency uses, will be the approach to apply. The first statistical method estimates the frequency of wet crashes at a location. This estimate is developed by using a statistical model, negative binomial regression. This model measures the frequency of dry crashes, wet crashes, traffic, and road characteristics to determine the total number of wet crashes at a location. Results indicate that this option is more reliable than the current methods used by DOTs. They divide the number of wet crashes by the number of dry crashes. Two elements identified to influence the results are the difference in road grade and its absolute value. The second statistical method to estimate wet crashes considers crash counts by applying a statistical process, spatial multiresolution analysis (SMA). Results indicate that SMA performs better than current processes based only on the crash counts. This option can identify the high-risk location for different years, called consistency. The more consistent the method is, the more accurate is the results. A third statistical method is a novel way to estimate hydroplaning risk. Hydroplaning risk is currently based on finding the maximum speed before hydroplaning occurs. A vehicle's performance related to the water-film thickness provides an estimation method developed by (Gallaway et al. 1971), which includes rainfall intensities, road characteristics, vehicle characteristics, and operating conditions. The hydroplaning risk depends on more aspects than tire inflation pressure, tire footprint area, or vehicle load on the wheel. The braking and tire tread affect the performance margin. Highway engineers can use this improved hydroplaning risk-estimation tool to analyze the road network. Finally, a critical review showed the available solutions to reduce the probability of having a wet crash or hydroplaning on wet pavement. The recommended strategies to mitigate wet crashes and hydroplaning provide information to allocate resources based on proven, practical strategies. Road geometry design can be optimized to remove water from the road. This geometry is a permanent modification of pavement characteristics to reduce water accumulation and water thickness on the road. Road surface treatments and non-engineering measures provide temporary measures to improve vehicle performance or driver operation.
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Arakawa, Maki. "Contribuição ao estabelecimento do comprimento desejável da espiral de transição em rodovias rurais e urbanas." Universidade de São Paulo, 2012. http://www.teses.usp.br/teses/disponiveis/3/3138/tde-19072013-121004/.

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A curva de transição apresenta um raio de curvatura variando de um valor infinito no fim da tangente até um valor igual ao raio da curva circular no final da curva de transição. Nos projetos rodoviários, o tipo de curva mais utilizado é a clotóide, pois esta corresponde à trajetória descrita pelo veículo, com uma velocidade constante e o volante girando com velocidade angular constante. Consequentemente, é uma situação em que não requer esforço do motorista, proporciona uma trajetória mais natural e um aumento/redução da aceleração radial de um veículo de forma gradual. O presente trabalho admite que o comprimento desejável da espiral de transição em rodovias rurais e urbanas, baseado na recomendação da AASHTO (2011), é igual à distância correspondente a um tempo de percurso de 2 segundos ao longo da via à velocidade de projeto. É recomendável que o comprimento considerado como desejável seja suficiente para se realizar a transição da superelevação, e por outro lado, deve ser menor que o comprimento crítico de hidroplanagem, ou seja, comprimento a partir do qual o veículo passa a perder contato do pneu/pavimento em uma pista coberta com lâmina dágua, a uma velocidade crítica. Visto que os manuais brasileiros não introduzem a hidroplanagem como um dos fatores considerados para estabelecer estes comprimentos, pretende-se desenvolver uma ferramenta de trabalho que auxilia na determinação do comprimento desejável da espiral de transição, possibilitando uma análise do risco de ocorrência do fenômeno da hidroplanagem. No estudo de caso, são calculados comprimentos da espiral de transição de três curvas, onde serão feitas também simulações com diferentes parâmetros para analisar as situações críticas de hidroplanagem. Os resultados obtidos demonstram que comprimentos muito longos da espiral de transição, combinado com uma declividade longitudinal muito baixa pode aumentar o risco de hidroplanagem.
The transition curve has a radius of curvature varying from infinity at the end of the tangent to a value equal to the radius of the circular arc at the end of the transition curve. In highway design, clothoid is the most commonly used spiral type because it corresponds to the path described by the vehicle, with a constant speed and the less need for steering. Consequently, it\'s a situation that doesn\'t require driver effort, providing a more natural path and a gradual increase / reduction of the centrifugal force of a vehicle. Based on AASHTO (2011)\'s recommendation, this study establishes that the desired length of the spiral transition in highways and streets is equal to the distance traveled in 2 seconds in the design speed. It\'s recommended that the spiral length considered as desirable is sufficient to perform the superelevation runoff and on the other hand, should be shorter than the critical length of hydroplaning, in other words, it\'s a phenomenon caused by the increase of the water film above the contact pressure of tire and road. Since the manuals do not introduce hydroplaning as one of the criteria considered in establishing these lengths, a tool will be developed to define the desirable spiral length, allowing an analysis of the risk of hydroplaning. In the study, the lengths of three spiral transition curves are calculated; furthermore simulations with different parameters of these three curves are also calculated to analyze critical situations of hydroplaning. The results demonstrate that longer lengths of spiral transition combined with lower grades may increase the risk of hydroplaning.
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Oliveira, Henrique Foster de. "Contribuição para análise da ocorrência de aquaplanagem em rodovias." Universidade de São Paulo, 2018. http://www.teses.usp.br/teses/disponiveis/3/3138/tde-20022019-084232/.

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A aquaplanagem é um fenômeno que pode ocasionar riscos de acidentes em pistas rodoviárias e que consiste na perda de aderência entre os pneus de um veículo e a superfície do pavimento, em decorrência da presença de uma película de água com certa espessura que impede o contato entre ambos, situação essa que pode ser gerada em condições de precipitações pluviométricas de intensidades relativamente elevadas. De uma forma geral tal fenômeno é desconsiderado em normas, manuais e especificações para projetos rodoviários, tanto no Brasil como no Exterior. O presente trabalho tem como objetivo básico a proposição de um procedimento metodológico que permita a identificação de trechos de traçados rodoviários nos quais tal fenômeno possa ocorrer, seja na fase de elaboração de projetos, seja no processo de avaliação das condições de segurança de pistas existentes. O procedimento proposto foi estruturado com base na análise dos principais modelos de previsão de risco de aquaplanagem levantados durante a revisão bibliográfica, bem como em uma extensiva análise das principais variáveis que influenciam esse fenômeno. Com o propósito de avaliar a adequabilidade do procedimento proposto foi elaborado um estudo de caso considerando as características geométricas e dados pluviométricos relativos a determinada extensão do Trecho Leste do Rodoanel de São Paulo. Em tal estudo de caso foram apresentadas proposições de soluções alternativas de mitigação de risco para os trechos identificados como locais com possibilidade de ocorrência de aquaplanagem.
Hydroplaning is a phenomenon that can result in hazard risk on highways, its occurrence is defined by an absence of adherence between the tire and the pavement caused by the presence of a water film of a certain depth that hinder the contact between those surfaces, it\'s occurrence is related to high rainfall intensity situations. Usually highway design manuals, standards and criteria don\'t consider the occurrence of this phenomenon, in Brazil or abroad. The present work has the object of proposing a methodological procedure that allows for the identification of highway segments that are subject to hydroplaning, during its design or during the evaluation of its security conditions. The proposed procedure was based on the analysis of the hydroplaning prediction models studied during the bibliography review, as well as in an extensive analysis of the main variables influencing its occurrence. For the evaluation of the proposed procedure, a case study was conducted with the east portion of the \"Rodoanel Mario Covas\" geometric characteristics and pluviometry data. In this study some risk mitigation proposals were evaluated for the extensions on which were identified the possibility of hydroplaning occurrence.
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Gillard, Julien [Verfasser], Wolfgang A. [Akademischer Betreuer] Wall, Wolfgang A. [Gutachter] Wall, and Hans-Joachim [Gutachter] Bungartz. "An Efficient Partitioned Coupling Scheme for Tire Hydroplaning Analysis / Julien Gillard ; Gutachter: Wolfgang A. Wall, Hans-Joachim Bungartz ; Betreuer: Wolfgang A. Wall." München : Universitätsbibliothek der TU München, 2019. http://d-nb.info/1187443913/34.

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Nygårdhs, Sara. "Aquaplaning : Development of a Risk Pond Model from Road Surface Measurements." Thesis, Linköping University, Department of Electrical Engineering, 2003. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-1990.

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Aquaplaning accidents are relatively rare, but could have fatal effects. The task of this master’s thesis is to use data from the Laser Road Surface Tester to detect road sections with risk of aquaplaning.

A three-dimensional model based on data from road surface measurements is created using MATLAB (version 6.1). From this general geometrical model of the road, a pond model is produced from which the theoretical risk ponds are detected. A risk pond indication table is fur-ther created.

The pond model seems to work well assuming that the data from the road model is correct. Determining limits for depth and length of risk ponds can be made directly by the user. MATLAB code is reasonably easy to understand and this leaves great opportunities for changing different parameters in a simple way.

Supplementary research is needed to further improve the risk pond detection model. Collecting data at smaller intervals and with more measurement points would be desirable for achieving better correlation with reality. In a future perspective, it would be wise to port the code to another programming language and this could make the computations faster.

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Ben, Khodja Arbia. "Méthodologies numériques et expérimentales pour la compréhension et la prédiction du phénomène d'hydroplanage des pneumatiques par simulations numériques couplées SPH-Eléments Finis et mesures PIV." Electronic Thesis or Diss., Ecole centrale de Nantes, 2022. http://www.theses.fr/2022ECDN0050.

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L’adhérence mouillée des pneumatiques est une performance essentielle touchant à la sécurité des passagers. Dans cettesituation, le contact pneu/sol devient plus complexe à comprendre et modéliser, faisant intervenir des mécanismes physiques non triviaux tels que le couplage fluide-structure et les écoulements turbulents. Dans le but d’améliorer la compréhension de l’hydroplanage des pneumatiques, la présente thèse vise à mettre en place un plan de comparaisonentre les simulations numériques couplées SPH- Éléments finis et les résultats de tests r-PIV. En effet, la méthode SPH présente de nombreux avantages de par sa nature Lagrangienne et sans maillage pour modéliser le domaine fluide. De plus, son couplage avec la méthode des Éléments finis est relativement aisé. Par ailleurs, sur le plan expérimental, la r-PIV a été introduite récemment pour étudier le roulage d’un pneumatique sur une flaque d’eau. Cette nouvelle approche constitue un puissant outil pour valider les simulations numériques sur la base de comparaisons locales de la circulation de l’eau pour une sculpture donnée. Enfin, les simulations numériques constituent également un moyen d’évaluation de la r-PIV grâce à une vision 3D du phénomène et à l’accès à des données encore inaccessibles expérimentalement
The wet grip performance of tires is an essential criterion affecting the safety of passengers. In this situation, the tire/ground contact becomes more complex to understand and model, involving non-trivial physical mechanisms such as fluid-structure coupling and turbulent flows. In the vision of improving our understanding of tires’ hydroplaning, this thesis aims to set up a comparison strategy between the SPH-Finite Elements coupled numerical simulations and the r-PIV testresults. Indeed, the SPH method has many advantages due to its Lagrangian and meshless nature to model the fluid part. Moreover, its coupling with the finite element method is relatively easy. In addition, the r-PIV was recently introduced for experimental investigations of a tire rolling over a water puddle. This new approach performed effectively as a powerfultool for validating numerical simulations based on local comparisons of the water circulation for a given tire tread. Finally, numerical simulations also evaluate r-PIV thanks to a 3D vision of the phenomenon and access to data that are still inaccessible experimentally
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Cabut, Damien. "Characterisation of the flow in a water-puddle under a rolling tire with refracted PIV method." Thesis, Lyon, 2020. http://www.theses.fr/2020LYSEC025.

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L’écoulement au sein d’une flaque d’eau lors du passage d’un pneumatique en roulement est étudié dans ce travail. Une méthode de mesure adaptée aux mesures sur piste sous un véhicule en roulement est développée dans un premier temps. Cette méthode basée sur la méthode PIV (Vélocimétrie par Images de Particules), consiste en la réfraction de la nappe laser à l’interface hublot/écoulement afin de pouvoir éclairer les particules par le même accès optique que la collection d’images. Cette technique appelée refracted PIV (R-PIV) est caractérisée dans un premier temps sur un écoulement contrôlé en laboratoire. Cette technique est ensuite adaptée au cas de la piste pour les mesures in-situ. Ces mesures appliquées à la piste ont permis de mettre en évidence différents comportements de l’écoulement dans la flaque d’eau en amont du pneumatique mais également au sein des sillons pneumatiques. En amont du pneumatique les évolutions linéaires de la vitesse du fluide en fonction de la vitesse du véhicule est mise en évidence dans ce travail. Des effets non linéaires sont également observés et mis en lien avec la réduction de l’aire de contact pneu chaussée. Dans un second temps, l’étude de l’écoulement au sein des sculptures du pneumatique dans l’aire de contact nous permet de mettre en évidence deux grands types de sculptures. Le premier est composé de tous les sillons longitudinaux du pneumatique. Dans ces sillons, la vitesse de l’écoulement à travers ces sculptures dépend de la vitesse véhicule mais également de la présence du témoin d’usure du pneumatique. Un écoulement secondaire tourbillonnaire a également été mis en évidence grâce à nos mesures sur piste. Dans le second type des sillons composés de toutes les sculptures orientées transversalement, la vitesse du fluide, en leur sein, dépend de leur position dans l’aire de contact. Cette évolution semble être fonction de la déformation du pneumatique dans l’aire de contact. Pour finir, les interactions entre ces différents types de sculptures sont également discutées dans ces travaux permettant d’expliquer certains comportements spécifiques
In this work, the fluid flow in a water puddle while a rolling tire crosses the puddle is studied. A measurement method adapted to track measurements under a rolling tire is developed. This method, based on PIV (Particle Image Velocimetry), is based on the refraction of the laser light sheet at the flow/window interface. This allows us to illuminate particles and record their images from a single optical access. This technique called refracted PIV (R-PIV) is characterised with a laboratory controlled experiment. When characterised, this technique is applied to in-situ measurements on the track. Measurements performed allow to highlight specific behaviours in different parts of the flow, in front of the tire and inside tire grooves in the contact patch area between the tire and the road. In front of the tire, the linear evolution of the water velocity in the puddle as a function of the vehicle speed is demonstrated. At high vehicle speed, non-linear effects are highlighted and linked to the shape of the contact patch area which evolves at high vehicle speed. Under the tire contact patch area, two main types of grooves contribute to the draining of water. Firstly, the longitudinal grooves are the straight grooves aligned with the rolling direction. In these grooves, the velocity of the fluid flow depends on the vehicle speed and also on the presence or not of the wear indicator. A secondary vortex like flow structure is also demonstrated in this work. The second type of grooves are the transverse grooves which are the grooves oriented with a certain angle compared to the car rolling direction. In these grooves, this work proved that the velocity is dependent on the groove location in the contact patch area. This seems to be linked to the tire deformation with the load of the car in the contact patch area. Finally, this work discussed the link between the different tire groove types to explain different specific behaviours
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Book chapters on the topic "Hydroplaning"

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"hydroplaning." In Dictionary Geotechnical Engineering/Wörterbuch GeoTechnik, 704. Berlin, Heidelberg: Springer Berlin Heidelberg, 2014. http://dx.doi.org/10.1007/978-3-642-41714-6_82051.

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Janajreh, Isam, Ali Rezgui, Vincent Estenne, Nouredine Hakimi, and Charles Hirsch. "Towards free surface hydroplaning over a loaded tire." In Computational Fluid and Solid Mechanics, 1250–53. Elsevier, 2001. http://dx.doi.org/10.1016/b978-008043944-0/50888-x.

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Janajreh, Isam, Ali Rezgui, and Vincent Estenne. "Tire tread pattern analysis for ultimate performance of hydroplaning." In Computational Fluid and Solid Mechanics, 264–67. Elsevier, 2001. http://dx.doi.org/10.1016/b978-008043944-0/50625-9.

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Conference papers on the topic "Hydroplaning"

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Navin, Francis. "Hydroplaning and Accident Reconstruction." In International Congress & Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1995. http://dx.doi.org/10.4271/950138.

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Nazari, Ashkan, Lu Chen, Francine Battaglia, and Saied Taheri. "Developing an Advance Tire Hydroplaning Model Using Co-Simulation of Fully Coupled FEM and CFD Codes to Estimate Cornering Force." In ASME 2018 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/imece2018-86581.

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Hydroplaning is a phenomenon which occurs when a layer of water between the tire contact patch and pavement pushes the tire upward. The tire detaches from the pavement, preventing it from providing sufficient forces and moments for the vehicle to respond to driver’s control inputs such as breaking, acceleration and steering. This work is mainly focused on the tire and its interaction with the pavement to address hydroplaning. Fluid Structure Interactions (FSI) between the tire-water-road surfaces are investigated through two approaches. In the first approach, the coupled Eulerian-Lagrangian (CEL) formulation was used. The drawback associated with the CEL method is the laminar assumption and that the behavior of the fluid at length scales smaller than the smallest element size is not captured. As a result, in the second approach, a new Computational Fluid Dynamics (CFD) Fluid Structure Interaction (FSI) model utilizing the shear-stress transport k-ω model and the two-phase flow of water and air, was developed that improves the predictions with real hydroplaning scenarios. Review of the public literature shows that although FEM and CFD computational platforms have been applied together to study tire hydroplaning, developing the tire-surrounding fluid flow CFD model using Star-CCM+ has not been done. This approach, which was developed during this research, is explained in details and the results of hydroplaning speed and cornering force from the FSI simulations are presented and validated using the data from literature.
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Cepic, Adnan. "Hydroplaning of H-Type Aircraft Tires." In World Aviation Congress & Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2004. http://dx.doi.org/10.4271/2004-01-3119.

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Metz, L. D., J. R. Kinney, and D. Herling. "Realistic Rear Axle Hydroplaning during Forward Motion." In SAE 2006 World Congress & Exhibition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2006. http://dx.doi.org/10.4271/2006-01-1560.

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Metz, L. Daniel. "Potential for Hydroplaning Behavior during Transient Maneuvers." In SAE 2012 World Congress & Exhibition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2012. http://dx.doi.org/10.4271/2012-01-0211.

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Oh, Changwon, Taewung Kim, Kwonshik Park, and Hyun-Yong Jeong. "A Simplified Hydroplaning Simulation for a Straight-Grooved Tire by Using FDM, FEM and an Asymptotic Method." In ASME 2007 International Mechanical Engineering Congress and Exposition. ASMEDC, 2007. http://dx.doi.org/10.1115/imece2007-43358.

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Much research has been conducted to simulate the hydroplaning phenomenon of tires using commercial explicit FEM (finite element method) codes such as MSC.Dytran and LS-DYNA. However, it takes a long time to finish such a simulation because its model has a great number of Lagrangian and Eulerian elements and a contact should be defined between the two different types of elements, and the simulation results of the lift force and the contact force are oscillatory. Thus, in this study a new methodology was proposed for the hydroplaning simulation using two separate mathematical models; an FDM (finite difference method) code was developed to solve Navier-Stokes and continuity equations and consequently to obtain the pressure distribution around a tire with the inertia and the viscous effects of water taken into account, and an FE tire model was used to obtain the deformed shape of the tire due to the vertical load and the pressure distribution. The two models were iteratively used until a converged pressure distribution was obtained. Since the converged pressure distribution could not be obtained near or at the contact zone due to very shallow water, an asymptotic method was also proposed to estimate the pressure distribution. This new simulation methodology was applied to a straight-grooved tire, and its hydroplaning speed was determined for the water depth of 5 mm, 10 mm, 15 mm and 20 mm. In addition, a simplified simulation method was proposed instead of the fully iterative method. Only one iteration was conducted at each speed to reduce the total number of iterations, still resulting in a similar hydroplaning speed. Moreover, a new simulation methodology of using LS-DYNA was proposed, and its results were compared with those from the iterative method in terms of accuracy and efficiency.
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Metz, L. Daniel. "Simulation of Transient Maneuver Hydroplaning Events Using HVE." In SAE 2014 World Congress & Exhibition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2014. http://dx.doi.org/10.4271/2014-01-0122.

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Jansen, Lawrence G., and Aurel V. Stan. "Analysis of Hydroplaning Photos Using an Image Analyzer." In SAE International Congress and Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1986. http://dx.doi.org/10.4271/860244.

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Srirangam, S. K., K. Anupam, A. Scarpas, and C. Kasbergen. "Hydroplaning of Rolling Tires under Different Operating Conditions." In 2013 Airfield & Highway Pavement Conference. Reston, VA: American Society of Civil Engineers, 2013. http://dx.doi.org/10.1061/9780784413005.045.

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Lim, K. Y., and P. X. Ku. "Computational study for tyre tread performance on hydroplaning." In 13TH INTERNATIONAL ENGINEERING RESEARCH CONFERENCE (13TH EURECA 2019). AIP Publishing, 2020. http://dx.doi.org/10.1063/5.0001462.

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Reports on the topic "Hydroplaning"

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Sitek, M., and S. Lottes. Computational Analysis of Water Film Thickness During Rain Events for Assessing Hydroplaning Risk Part 2: Rough Road Surfaces. Office of Scientific and Technical Information (OSTI), July 2020. http://dx.doi.org/10.2172/1677647.

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Lottes, S., M. Sitek, and N. Sinha. Computational Analysis of Water Film Thickness During Rain Events for Assessing Hydroplaning Risk, Part 1: Nearly Smooth Road Surfaces. Office of Scientific and Technical Information (OSTI), July 2020. http://dx.doi.org/10.2172/1674976.

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