Journal articles: '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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Wies, B., B. Roeger, and R. Mundl. "Influence of Pattern Void on Hydroplaning and Related Target Conflicts4." Tire Science and Technology 37, no. 3 (September 1, 2009): 187–206. http://dx.doi.org/10.2346/1.3137087.

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Abstract Performance prediction of hydroplaning via coupling of computational fluid dynamics (CFD) and FE modeling has delivered a detailed insight into the local mechanisms and root causes of hydroplaning but is still very time consuming and extensive. The goal of the present work is the development of simple rules of thumb and easy to understand models to give the tire designer a quick approach to optimize the hydroplaning performance of his design concepts including the target conflicting trade-offs. Based on the DOE study covering basic winter and summer tread patterns and tread compounds taking into account interactions, total void, longitudinal, and lateral void distributions have been varied. Experimental designs have been tested concerning longitudinal hydroplaning behavior on front and rear driven cars and lateral hydroplaning. Most important target conflicting performance criteria such as wet and dry braking, noise, rolling resistance, winter traction, and force and moment characteristics among others have been tested additionally. The existing models using hydrodynamic pressure influences have been reviewed and extended. A simple to use development tool has been programed to quantify pattern design to get a quick prediction of tire performance changes (“Void Slider”).

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Huebner, Richard Scott, David A. Anderson, John C. Warner, and Joseph R. Reed. "PAVDRN: Computer Model for Predicting Water Film Thickness and Potential for Hydroplaning on New and Reconditioned Pavements." Transportation Research Record: Journal of the Transportation Research Board 1599, no. 1 (January 1997): 128–31. http://dx.doi.org/10.3141/1599-16.

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PAVDRN is a computer model that determines the speed at which hydroplaning will be initiated on a section of highway pavement. It is intended to be used by highway engineers before final geometric design to (a) indicate the location of the worst incidence of hydroplaning that is likely to occur on a given section and (b) to rapidly assess different geometric configurations of a section and pavement materials to select a design that will minimize hydroplaning potential. The model is based upon a one-dimensional, steady-state form of the kinematic wave equation. This equation is used in conjunction with relationships for Manning's n that account for the nature of the shallow flow over highway pavements. Ultimately, water-film thickness along a maximum flowpath length is used in empirical expressions to determine the speed at which hydroplaning is likely to occur along this path. The path is determined by analyzing the geometry of the pavement section. Five different geometric sections can be analyzed: ( a) tangent section, ( b) superelevated curve, ( c) transition section, ( d) vertical crest curve, and ( e) vertical sag curve. The user interface was written in Microsoft Visual Basic Version 3.0. It uses context-sensitive help screens. The algorithms for water-film thickness and hydroplaning potential were written in FORTRAN 77.

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Zhu, Shengze, Xiuyu Liu, Qingqing Cao, and Xiaoming Huang. "Numerical Study of Tire Hydroplaning Based on Power Spectrum of Asphalt Pavement and Kinetic Friction Coefficient." Advances in Materials Science and Engineering 2017 (2017): 1–11. http://dx.doi.org/10.1155/2017/5843061.

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Hydroplaning is a driving phenomenon threating vehicle’s control stability and safety. It happens when tire rolls on wet pavement with high speed that hydrodynamic force uplifts the tire. Accurate numerical simulation to reveal the mechanism of hydroplaning and evaluate the function of relevant factors in this process is significant. In order to describe the friction behaviors of tire-pavement interaction, kinetic friction coefficient curve of tire rubber and asphalt pavement was obtained by combining pavement surface power spectrum and complex modulus of tread rubber through Persson’s friction theory. Finite element model of tire-fluid-pavement was established in ABAQUS, which was composed of a 225-40-R18 radial tire and three types of asphalt pavement covered with water film. Mechanical responses and physical behaviors of tire-pavement interaction were observed and compared with NASA equation to validate the applicability and accuracy of this model. Then contact force at tire-pavement interface and critical hydroplaning speed influenced by tire inflation pressure, water film thickness, and pavement types were investigated. The results show higher tire inflation pressure, thinner water film, and more abundant macrotexture enhancing hydroplaning speed. The results could be applied to predict hydroplaning speed on different asphalt pavement and improve pavement skid resistance design.

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Yang, Wenchen, Bijiang Tian, Yuwei Fang, Difei Wu, Linyi Zhou, and Juewei Cai. "Evaluation of Highway Hydroplaning Risk Based on 3D Laser Scanning and Water-Film Thickness Estimation." International Journal of Environmental Research and Public Health 19, no. 13 (June 23, 2022): 7699. http://dx.doi.org/10.3390/ijerph19137699.

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Hydroplaning risk evaluation plays a pivotal role in highway safety management. It is also an important component in the intelligent transportation system (ITS) ensuring human driving safety. Water-film is the widely accepted vital factor resulting in hydroplaning and thus continuously gained researchers’ attention in recent years. This paper provides a new framework to evaluate the hydroplaning potential based on emerging 3D laser scanning technology and water-film thickness estimation. The 3D information of the road surface was captured using a vehicle-mounted Light Detection and Ranging (LiDAR) system and then processed by a wavelet-based filter to remove the redundant information (surrounding environment: trees, buildings, and vehicles). Then, the water film thickness on the given road surface was estimated based on a proposed numerical algorithm developed by the two-dimensional depth-averaged Shallow Water Equations (2DDA-SWE). The effect of the road surface geometry was also investigated based on several field test data in Shanghai, China, in January 2021. The results indicated that the water-film is more likely to appear on the rutting tracks and the pavement with local unevenness. Based on the estimated water-film, the hydroplaning speeds were then estimated to represent the hydroplaning risk of asphalt pavement in rainy weather. The proposed method provides new insights into the water-film estimation, which can help drivers make effective decisions to maintain safe driving.

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Liu, Congzhen, Hui Meng, Shicheng Lu, Aiqiang Li, Chengwei Xu, Yunfen Sun, and Guolin Wang. "Design of Nonsmooth Groove Tire Bioinspired by Shark-Skin Riblet Structure." Applied Bionics and Biomechanics 2022 (March 27, 2022): 1–10. http://dx.doi.org/10.1155/2022/6025943.

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As one of the major causes of traffic accidents on wet roads, hydroplaning is prone to occur when the traveling speed of a vehicle rises so high that the hydrodynamic pressure between pavement and tires equals inflation pressure. In this condition, the vehicle nearly loses braking and steering capacity. Inspired by the superior drag reduction function of shark-skin riblet, the purpose of this study is to arrange bionic nonsmooth structures at the bottom of longitudinal grooves to promote the hydroplaning performance without affecting other tire performances. A finite element model of 185/60R15 tire was employed and its accuracy was verified by loading tests with CSS-88100 electronic testing instrument. Meanwhile, a fluid domain model was founded by computational fluid dynamics (CFD) method. The simulated critical hydroplaning speed was in accord with that obtained by the NASA empirical formula. Inspired by shark-skin riblet, three kinds of nonsmooth surfaces were exploited. In addition, the drag reduction rate, shear stress, and flow velocity distribution were compared for different grooves. Then, the optimized nonsmooth structure with the best drag reduction effect among three nonsmooth surfaces was arranged at the bottom of longitudinal grooves for bionic tire. Simulation results demonstrated that the bionic tire obviously decreased hydrodynamic lift and increased flow velocities. With these improvements, the critical hydroplaning speed was effectively improved for the bionic tire. These research results can be applied to the promotion of hydroplaning performance without degrading other tire performances.

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Wuwung, Vicky, Nelli Anggreyni, Valeri Maria Hitoyo, and Carolus Bintoro. "JUSTIFIKASI CFD KEDALAMAN GROOVE BAN PADA PROSES PERAWATAN HARIAN PESAWAT B737-800 AKIBAT HYDROPLANING (B737-800 TIRE GROOVE DEPTH CFD JUSTIFICATION ON ITS DAILY MAINTENANCE PROCESS DUE TO HYDROPLANING)." Jurnal Teknologi Dirgantara 15, no. 1 (December 14, 2017): 29. http://dx.doi.org/10.30536/j.jtd.2017.v15.a2528.

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As a reference in daily maintenace process of Boeing 737-800 air plane, The tire groove depth influence justification which is moving on the contaminated runway that could be potential to hydroplaning phenomenon must be reviewed. Tire groove is a pattern on the tire surface that has a function to flow the water in front of the tire to the aft of the tire smoothly through the bottom of the tire. This mechanism let the tire less of a lift force that can be meant as a hydroplaning prevention. To understand hydroplaning phenomenon and groove depth tire influence, a numerical simulation is performed by using a CFD software Numeca Fine/Marine. This simulation is 3D, unsteady fluid dynamic simulation, with an assumption a rigid body tire at a short time after the airplane touch down to the runway (after skidding process) with velocity V = 62.27 m/s. The contaminated runway is modelled as a pool water (flood) on the flat surface runway with its height of 2.54 mm. Numerical simulation on this B 737-800 tire result shows that a hydroplaning phenomenon will happen for tire with groove depth less than 0.4”. This concludes that a lesser groove depth of tire will reduce a tire groove cross sectional area, and will increase a compression force in the bottom at the front of the tire, that will result in increasing a lift force to the tire and finally increasing a chance to hydroplaning process. From this result, furthermore, the influence of this groove depth of B 737-800 tire variation that is run on a contaminated runway can be used as a reference on B 737-800 tire daily maintenance. AbstrakGroove atau ‘kembang” pada ban pesawat merupakan sarana untuk mengalirkan air dari bagian depan menuju bagian belakang melalui bagian bawah ban, tanpa mengangkat ban sehingga dapat mencegah terjadinya hydroplaning. Sehingga, pengaruh nilai kedalaman groove terhadap gaya angkat pada ban pesawat B737-800 yang bergerak di landasan dengan genangan air perlu dijustifikasi dalam proses perawatan harian. Penelitian ini menyimulasikan proses mengalirnya air pada bagian bawah ban dengan menggunakan simulasi numerik (CFD Numeca Fine/Marine) 3-D unsteady sebagai metode untuk menjustifikasi pengaruh groove. Simulasi dilakukan untuk kondisi gerakan ban pesawat pada saat proses landing (V = 62,275 m/s) beberapa saat setelah touch down (setelah skidding) dengan ban pesawat dianggap rigid body sebagai kondisi batas. Selanjutnya tinggi genangan air dipilih pada saat runway dinyatakan dalam kondisi flood (tinggi genangan air = 2,54mm). Simulasi tersebut menampilkan hasil perhitungan ban pesawat Boeing 737-800, dengan hydroplaning mulai terjadi ketika kedalaman groove ban berada dibawah 0,4 inch. Hal ini menunjukkan bahwa semakin kecil kedalaman groove, maka semakin kecil luas penampang groove dan semakin besar gaya kompresi yang terjadi pada bagian bawah ban dan semakin memperbesar kemungkinan terjadinya fenomena hydroplaning. Dengan diketahuinya hasil dari simulasi tersebut, maka hasil penelitian ini dapat digunakan sebagai masukan bagi proses maintenance harian pesawat B737-800 dan mampu memberikan suatu hal baru dalam pembelajaran khususnya mengenai fenomena hydroplaning.

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Aoun, Joelle, Konstantinos Apostoleris, Basil Psarianos, and Elias Choueiri. "Operational and Safety Performance Investigation of Skew Superelevation Runoff." Transportation Research Record: Journal of the Transportation Research Board 2638, no. 1 (January 2017): 35–44. http://dx.doi.org/10.3141/2638-05.

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Hydroplaning and the corresponding hydroplaning speed of a vehicle are critical road safety concerns. To avoid hydroplaning, nine technical measures are available. One of the most effective is the construction of skew superelevation runoff at the critical pavement section of a highway, especially in highway rehabilitation and reconstruction projects. The concept was introduced in the German RAS-L design guide of 1984; its implementation is found mainly in central European countries. Skew superelevation runoff was adopted in recent freeway projects, some of which are reconstructions of existing two-lane highways into freeways to address identified sections with high potential for hydroplaning. Its use under normal traffic has resulted in concerns about its safety and comfort effectiveness. To investigate the operational and safety performance of the constructed skew superelevation runoffs, accurate triaxial acceleration measurements were carried out on the Korinthos-Patra freeway in Greece for a combination of vehicles and speeds along these skew superelevation runoff sections. Resulting limitational thresholds were shown to be adequate for safe operation of the skew superelevation runoff. Vehicle occupant comfort thresholds, however, are narrow and require specific additional construction improvements when design values are not observed.

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Zhou, Haichao, Guolin Wang, Yangmin Ding, Jian Yang, and Huihui Zhai. "Investigation of the Effect of Dimple Bionic Nonsmooth Surface on Tire Antihydroplaning." Applied Bionics and Biomechanics 2015 (2015): 1–10. http://dx.doi.org/10.1155/2015/694068.

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Inspired by the idea that bionic nonsmooth surfaces (BNSS) reduce fluid adhesion and resistance, the effect of dimple bionic nonsmooth structure arranged in tire circumferential grooves surface on antihydroplaning performance was investigated by using Computational Fluid Dynamics (CFD). The physical model of the object (model of dimple bionic nonsmooth surface distribution, hydroplaning model) and SSTk-ωturbulence model are established for numerical analysis of tire hydroplaning. By virtue of the orthogonal table L16(45), the parameters of dimple bionic nonsmooth structure design compared to the smooth structure were analyzed, and the priority level of the experimental factors as well as the best combination within the scope of the experiment was obtained. The simulation results show that dimple bionic nonsmooth structure can reduce water flow resistance by disturbing the eddy movement in boundary layers. Then, optimal type of dimple bionic nonsmooth structure is arranged on the bottom of tire circumferential grooves for hydroplaning performance analysis. The results show that the dimple bionic nonsmooth structure effectively decreases the tread hydrodynamic pressure when driving on water film and increases the tire hydroplaning velocity, thus improving tire antihydroplaning performance.

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Huebner, R. Scott, Joseph R. Reed, and John J. Henry. "Criteria for Predicting Hydroplaning Potential." Journal of Transportation Engineering 112, no. 5 (September 1986): 549–53. http://dx.doi.org/10.1061/(asce)0733-947x(1986)112:5(549).

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Cerezo, V., M. Gothié, M. Menissier, and T. Gibrat. "Hydroplaning speed and infrastructure characteristics." Proceedings of the Institution of Mechanical Engineers, Part J: Journal of Engineering Tribology 224, no. 9 (June 7, 2010): 891–98. http://dx.doi.org/10.1243/13506501jet738.

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Mohrig, David, Chris Ellis, Gary Parker, Kelin X. Whipple, and Midhat Hondzo. "Hydroplaning of subaqueous debris flows." Geological Society of America Bulletin 110, no. 3 (March 1998): 387–94. http://dx.doi.org/10.1130/0016-7606(1998)110<0387:hosdf>2.3.co;2.

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Yang, Guangwei, Kelvin C. P. Wang, Joshua Q. Li, and Guolong Wang. "A Novel 0.1 mm 3D Laser Imaging Technology for Pavement Safety Measurement." Sensors 22, no. 20 (October 21, 2022): 8038. http://dx.doi.org/10.3390/s22208038.

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Traditionally, pavement safety performance in terms of texture, friction, and hydroplaning speed are measured separately via different devices with various limitations. This study explores the feasibility of using a novel 0.1 mm 3D Safety Sensor for pavement safety evaluation in a non-contact and continuous manner with a single hardware sensor. The 0.1 mm 3D images were collected for pavement safety measurement from 12 asphalt concrete (AC) and Portland cement concrete (PCC) field sites with various texture characteristics. The results indicate that the Safety Sensor was able to measure pavement texture data as traditional devices do with better repeatability. Moreover, pavement friction numbers can be estimated using 0.1 mm 3D data via the proposed 3D texture parameters with good accuracy using an artificial neural network, especially for asphalt pavement. Lastly, a case study of pavement hydroplaning speed prediction was performed using the Safety Sensor. The results demonstrate the potential of using ultra high-resolution 3D imaging to measure pavement safety, including texture, friction, and hydroplaning, in a non-contact, continuous, and accurate manner.

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Zhou, Fujie, Sheng Hu, Susan T. Chrysler, Yangwoo Kim, Ivan Damnjanovic, Alireza Talebpour, and Alejandro Espejo. "Optimization of Lateral Wandering of Automated Vehicles to Reduce Hydroplaning Potential and to Improve Pavement Life." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 11 (June 6, 2019): 81–89. http://dx.doi.org/10.1177/0361198119853560.

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The deployment of automated vehicles (AVs) has many potential benefits, such as reductions in congestion and emissions, and safety improvements. However, two notable aspects of AVs are their impact on roadway hydroplaning and pavement life. Since most AVs are programmed to follow a set path and maintain a lateral position in the center of the lane, over time, significant rutting will occur in asphalt surfaced pavements. This study measured AV lateral wandering patterns and compared them with human driven vehicles. Both wandering patterns could be modeled with a normal distribution but have significantly different standard deviations. AVs have a standard deviation for the lateral traffic wander pattern at least three times smaller than human driven vehicles. The influences of AVs with smaller lateral wandering on pavement rutting and fatigue life were analyzed with the Texas Mechanistic-Empirical Flexible Pavement Design system. The research discovered that AVs would shorten pavement fatigue life by 20%. Additionally, pavement rut depths (RD) increased by 13% and reached critical values of the RD 30% earlier. Deeper ruts formed more quickly leading to thicker water films on wet roads, and consequently, a much higher risk of hydroplaning. The research also calculated maximum tolerable RDs at different hydroplaning speeds. AVs have a much smaller tolerable RD human driven vehicles because of a greater water film in the rutted wheel path. This research thus proposed an optimal AV lateral wandering pattern: a uniform distribution. A uniformly distributed lateral wandering pattern for AVs prolongs pavement fatigue life, reduces pavement RD, and decreases hydroplaning potential.

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Ong, G. P., and T. F. Fwa. "Runway Geometric Design Incorporating Hydroplaning Consideration." Transportation Research Record: Journal of the Transportation Research Board 2106, no. 1 (January 2009): 118–28. http://dx.doi.org/10.3141/2106-14.

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Syamsuar, Sayuti. "Simulasi dan Verifikasi Prestasi Terbang Model Remote Control Flying Boat Saat Hidroplaning." WARTA ARDHIA 42, no. 1 (September 23, 2017): 1. http://dx.doi.org/10.25104/wa.v42i1.294.1-6.

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Pesawat Wing In Surface Effect A2B tipe B konfigurasi Lippisch mempunyai hambatan air yang cukup besar dibandingkan tenaga mesin saat hydroplaning. Makalah ini berisikan bagian dari analisis dalam perancangan untuk mengetahui karakteristik aerodinamika dan hidrodinamika dari remote control model jenis Flying Boat pada fase hydroplaning. Pada awalnya, dilakukan pemotretan 3D terhadap pesawat model Flying Boat menggunakan kamera laser untuk menghasilkan solid drawing pada program CATIA. Model 3D dianalisis dengan menggunakan piranti lunak CFx pada program AnSys. Planform sayap, memiliki dihedral dan menggunakan airfoil jenis NACA 23012. Karakteristik aerodinamika dan hidrodinamika untuk model 3 D dipresentasikan pada posisi sudut alpha =00. Sedangkan kecepatan yang digunakan adalah 0 sampai25 knots. Untuk memverifikasi data hasil simulasi, digunakan data uji terbang pesawat udara tanpa awak Alap-alap yang mempunyai T/W rasio yang sama, yaitu sudut pitch, kecepatan arah sumbu Z pada sumbu benda, ketinggian dan kecepatan. Gaya angkat aerodimaka arah sumbu Z pada simulasi RC model Flying Boat sebanding dengan gaya angkat aerodinamika arah sumbu Z pada UAV Alap-alap saat take off. [The Hydroplaning Flight Performance Simulation and Verfication of a Flying Boat Remote Control Model] The Wing in Surface Effect Aircraft A2B type B with Lippisch configuration has higher hydrodynamics drag compared to engine powered aircraft during hydroplaning. This paper explains parts of analysis in aircraft design to identify the aerodynamics and hydrodynamics characteristics of flying boat remote control model during hydroplaning phase. At first, flying boat model was three dimensional photographed using laser camera in order to produce solid drawing for CATIA program. The three dimensional model, later, analyzed by using CFx software in AnSys program. The wing planform has dihedral angle while the airfoil used is NACA 23012. The aerodynamics and hydrodynamics characteristics of this three-dimensional model is represented for alpha =00. Whilst the speed used in simulation was 0 to 25 knots. In verifying the data of the simulation results, the Unmanned Aerial Vehicle UAV Alap-alap flight test data was used in which it has the same T/W ratio for the pitch angle, acceleration in Z body axis, altitude, and speed. The aerodynamics lift in Z axis of flying boat model during simulation is proportional to the aerodynamics lift in Z axis of UAV Alap-alap during take-off.

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Liu, Xiuyu, Qingqing Cao, Hao Wang, Jiaying Chen, and Xiaoming Huang. "Evaluation of Vehicle Braking Performance on Wet Pavement Surface using an Integrated Tire-Vehicle Modeling Approach." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 3 (February 25, 2019): 295–307. http://dx.doi.org/10.1177/0361198119832886.

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Water film on a pavement surface greatly increases vehicle accident rates on rainy days. The simple use of a lower friction coefficient to evaluate the vehicle braking performance oversimplifies the contact mechanism between the tire and the pavement, and the use of a pure single tire model simulating hydroplaning was not able to reflect actual vehicle braking-cornering behaviors. This paper proposes an integrated tire-vehicle model to evaluate vehicle braking performance based on Persson’s friction theory, a tire hydroplaning finite element model, and a vehicle dynamic analysis. The friction coefficients between the tire and the pavement were calculated theoretically from the pavement surface morphology and the tire rubber properties; the tire hydrodynamic forces were obtained mechanistically from the hydroplaning model with different water film thicknesses and were used as inputs for calculating the braking distances in a vehicle model. The calculated friction coefficients and braking distances were verified using the field test results. A case study was conducted to illustrate the approach and evaluate the vehicle braking performance on straight and curved road sections. The results show that both longitudinal braking distances and lateral slip distances should be considered in the evaluation of vehicle braking performance.

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Beljatynskij, Andrey, Olegas Prentkovskis, and Julij Krivenko. "THE EXPERIMENTAL STUDY OF SHALLOW FLOWS OF LIQUID ON THE AIRPORT RUNWAYS AND AUTOMOBILE ROADS." TRANSPORT 25, no. 4 (December 31, 2010): 394–402. http://dx.doi.org/10.3846/transport.2010.49.

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Hydroplaning or aquaplaning is associated with the complete loss of the grip of a tyre because of the presence of a water film between the tyres of a moving vehicle (an automobile, an airplane, etc.) and the road surface. In this case, a vehicle becomes uncontrollable. Hydroplaning (aquaplaning) occurs when the speed of a vehicle reaches the critical value, when the wheel does not have time enough for water compulsion, which leads to the formation of a permanent water film between it and the road surface. The higher the depth of the water on the road surface under the tyre, the higher the risk of hydroplaning (aquaplaning). In other words, hydroplaning (aquaplaning) is the floating of the wheel on the water wedge. In physical terms, it is the loss of the ability of a tyre of the effective water compulsion from the contact area with the road. As a result, a water film of several millimeters is formed under the wheel, and a vehicle actually floats up. The article presents the results obtained in the experimental study of the flows of liquid, whose depth is comparable with that of depressions and cambers of rough roadway pavement. It is stated that the relationships used for calculating surface flows should be corrected for shallow flows, taking into account the actual roughness of road covering. Shallow flows are mostly laminar. The transition Reynolds numbers are about 3000. The relationships used for calculating shallow flows may be determined more accurately by test pouring of water on the surface of roadway pavement, with further generalization of the data. The experimental research performed is closely related to the study of the problems of aquaplaning and traffic safety of various means of transport.

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Zhou, Haichao, Zhen Jiang, Baiyu Jiang, Hao Wang, Guolin Wang, and Hao Qian. "Optimization of tire tread pattern based on flow characteristics to improve hydroplaning resistance." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 234, no. 13 (July 2, 2020): 2961–74. http://dx.doi.org/10.1177/0954407020932257.

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Tire tread pattern is a crucial parameter to prevent hydroplaning. In this study, numerical modeling was used to investigate tire hydroplaning based on flow–structure interaction. The empirical model of hydroplaning speed published in the literature was used to validate the computational model. Analysis of water flow velocity and turbulent flow energy revealed that lateral grooves of the tire significantly influenced water drainage capacity. Based on the relationship between water flow vector and lateral groove shape, a combination of Kriging surrogate model and simulated annealing algorithm was used to optimize lateral groove design to minimize hydrodynamic lift force. Four geometry parameters of lateral grooves were selected as the design variables. Based on design of experiment principle, 12 simulation cases based on the optimal Latin hypercube design method were used to analyze the influence of design variables on hydrodynamic lift force. The surrogate model was optimized by the simulated annealing algorithm to optimize tire tread pattern. The results indicated that at the same water flow speed, the optimized lateral grooves can reduce hydrodynamic lift force by 14.05% and thus greatly improve safety performance of the tire. This study proves the validity and applicability of using numerical modeling for solving the complex design of tire tread pattern and optimization problem.

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Elverhøi, A., D. Issler, F. V. De Blasio, T. Ilstad, C. B. Harbitz, and P. Gauer. "Emerging insights into the dynamics of submarine debris flows." Natural Hazards and Earth System Sciences 5, no. 5 (August 17, 2005): 633–48. http://dx.doi.org/10.5194/nhess-5-633-2005.

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Abstract. Recent experimental and theoretical work on the dynamics of submarine debris flows is summarized. Hydroplaning was first discovered in laboratory flows and later shown to likely occur in natural debris flows as well. It is a prime mechanism for explaining the extremely long runout distances observed in some natural debris flows even of over-consolidated clay materials. Moreover, the accelerations and high velocities reached by the flow head in a short time appear to fit well with the required initial conditions of observed tsunamis as obtained from back-calculations. Investigations of high-speed video recordings of laboratory debris flows were combined with measurements of total and pore pressure. The results are pointing towards yet another important role of ambient water: Water that intrudes from the water cushion underneath the hydroplaning head and through cracks in the upper surface of the debris flow may drastically soften initially stiff clayey material in the "neck" of the flow, where significant stretching occurs due to the reduced friction at the bottom of the hydroplaning head. This self-reinforcing process may lead to the head separating from the main body and becoming an "outrunner" block as clearly observed in several natural debris flows. Comparison of laboratory flows with different material composition indicates a gradual transition from hydroplaning plug flows of stiff clay-rich material, with a very low suspension rate, to the strongly agitated flow of sandy materials that develop a pronounced turbidity current. Statistical analysis of the great number of distinguishable lobes in the Storegga slide complex reveals power-law scaling behavior of the runout distance with the release mass over many orders of magnitude. Mathematical flow models based on viscoplastic material behavior (e.g. BING) successfully reproduce the observed scaling behavior only for relatively small clay-rich debris flows while granular (frictional) models fail at all scales. For very large release masses, hydroplaning or significant softening of the shear layer due to water incorporation must be invoked to recover the observed scaling behavior; a combination of both effects likely will give the most realistic description of the phenomenon. Detailed studies of the neck behavior and the compositional dependence of the material properties are needed to arrive at a quantitative model. Other related and important open questions concern the rheological model appropriate for sandy debris flows and the suspension rate from the dense body into the associated turbidity current.

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Metz, L. Daniel. "Hydroplaning Behavior during Steady- State Cornering Maneuvers." SAE International Journal of Materials and Manufacturing 4, no. 1 (April 12, 2011): 1068–79. http://dx.doi.org/10.4271/2011-01-0986.

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Fwa, T. F., and G. P. Ong. "Transverse Pavement Grooving against Hydroplaning. II: Design." Journal of Transportation Engineering 132, no. 6 (June 2006): 449–57. http://dx.doi.org/10.1061/(asce)0733-947x(2006)132:6(449).

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D'Alessandro, Vincenzo, Stefano Melzi, Marco Sbrosi, and Massimo Brusarosco. "Phenomenological analysis of hydroplaning through intelligent tyres." Vehicle System Dynamics 50, sup1 (January 2012): 3–18. http://dx.doi.org/10.1080/00423114.2012.678868.

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Acosta, Erika Andrea, Sérgio Tibana, Márcio de Souza Soares de Almeida, and Fernando Saboya. "Centrifuge modeling of hydroplaning in submarine slopes." Ocean Engineering 129 (January 2017): 451–58. http://dx.doi.org/10.1016/j.oceaneng.2016.10.047.

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Fragassa, Cristiano, and Giangiacomo Minak. "Measuring Deformations in a Rigid-Hulled Inflatable Boat." Key Engineering Materials 754 (September 2017): 295–98. http://dx.doi.org/10.4028/www.scientific.net/kem.754.295.

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Rigid-hulled inflatable boats are extremely practical and popular nowadays. They offer a valid compromise between flexibility, handiness, performance and, finally, costs, supporting the pleasure of sailing. Their large use entails the fact that these crafts can be subjected to very different sailing conditions. The design has to be stable and seaworthy, mainly assured by hydroplaning hulls and unsinkable inflated tubes. When they are designed with extremely performing hydroplaning hulls, since their low weight, these crafts are able to outperform several types of similarly sized and powered boats. In the current study, experimental mechanics techniques were used to measure the strains showed by a rigid-hulled inflatable boat during sailing. Measure were used as a base for further considerations toward the design optimization of the hull in fiberglass.

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Yassin, Menna, Waruna Jayasooriya, and Manjriker Gunaratne. "Assessment of the Reliability of Predicting Hydroplaning Risk Based on past Hydroplaning Accident Data on the Florida Interstate System." Transportation Research Record: Journal of the Transportation Research Board 2369, no. 1 (January 2013): 104–13. http://dx.doi.org/10.3141/2369-12.

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Lee, K. S. "Effects of Sipes on the Viscous Hydroplaning of Pneumatic Tires." Tire Science and Technology 26, no. 1 (January 1, 1998): 23–35. http://dx.doi.org/10.2346/1.2135955.

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Abstract Using a finite element calculation, this study seeks to evaluate the effects of sipes on the transient behavior of viscous hydroplaning: fluid pressure distribution, fluid film thickness, and descending velocity as a function of time. From calculations on block-type tread elements with open or closed sipes, sipes in the low velocity region in the thin fluid film have been shown to be very effective in controlling the occurrence of viscous hydroplaning. Application of the transient analysis procedure to rib-type tread elements showed that highly zigzagged tread elements with a sipe at the line of symmetry are more effective for traction on wet pavement. Results from the study provide qualitative and quantitative guidelines to tire designers in the search for the optimum pattern of individual tread elements on the basis of thin film wet traction.

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Ong, G. P., and T. F. Fwa. "Modeling and Analysis of Truck Hydroplaning on Highways." Transportation Research Record: Journal of the Transportation Research Board 2068, no. 1 (January 2008): 99–108. http://dx.doi.org/10.3141/2068-11.

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38

Edmar Schulz, Harry, John Edgar Curry, and André Luiz Andrade Simões. "Water Films and Hydroplaning on Highways: Hydrodynamic Aspects." Journal of Transportation Engineering, Part B: Pavements 147, no. 4 (December 2021): 04021053. http://dx.doi.org/10.1061/jpeodx.0000309.

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Jung, Midum, Sungho Ko, Kyunghoon Lee, and Hyunchul Jung. "Hydroplaning Analysis of Tire Using Fluid-Structure Interaction." Transaction of the Korean Society of Automotive Engineers 28, no. 10 (October 1, 2020): 727–34. http://dx.doi.org/10.7467/ksae.2020.28.10.727.

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40

ZHOU, Haichao. "Bionic Method for Improving Tire Anti-hydroplaning Performance." Journal of Mechanical Engineering 51, no. 8 (2015): 125. http://dx.doi.org/10.3901/jme.2015.08.125.

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Kang, Yong-suk, Ashkan Nazari, Lu Chen, Saied Taheri, John B. Ferris, Gerardo Flintsch, and Francine Battaglia. "A Probabilistic Approach to Hydroplaning Potential and Risk." SAE International Journal of Passenger Cars - Mechanical Systems 12, no. 1 (January 30, 2019): 63–70. http://dx.doi.org/10.4271/06-12-01-0005.

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Ong, G. P., and T. F. Fwa. "Transverse Pavement Grooving against Hydroplaning. I: Simulation Model." Journal of Transportation Engineering 132, no. 6 (June 2006): 441–48. http://dx.doi.org/10.1061/(asce)0733-947x(2006)132:6(441).

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43

Ong, G. P., and T. F. Fwa. "Wet-Pavement Hydroplaning Risk and Skid Resistance: Modeling." Journal of Transportation Engineering 133, no. 10 (October 2007): 590–98. http://dx.doi.org/10.1061/(asce)0733-947x(2007)133:10(590).

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Fwa, T. F., and G. P. Ong. "Wet-Pavement Hydroplaning Risk and Skid Resistance: Analysis." Journal of Transportation Engineering 134, no. 5 (May 2008): 182–90. http://dx.doi.org/10.1061/(asce)0733-947x(2008)134:5(182).

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Lee, Jong Hak, Jeonghoon Roh, and Seok Ju Park. "Development of Hydroplaning Estimation on an Uninterrupted Road." International Journal of Highway Engineering 19, no. 6 (December 31, 2017): 147–53. http://dx.doi.org/10.7855/ijhe.2017.19.6.147.

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Ong, G. P., and T. F. Fwa. "Analysis of Effectiveness of Longitudinal Grooving against Hydroplaning." Transportation Research Record: Journal of the Transportation Research Board 1949, no. 1 (January 2006): 112–25. http://dx.doi.org/10.1177/0361198106194900110.

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Huang, Xin, and Marcelo H. Garcı́a. "Modeling of non-hydroplaning mudflows on continental slopes." Marine Geology 154, no. 1-4 (February 1999): 131–42. http://dx.doi.org/10.1016/s0025-3227(98)00108-x.

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48

Zhu, Wu-Le, Soufian Ben Achour, and Anthony Beaucamp. "Centrifugal and hydroplaning phenomena in high-speed polishing." CIRP Annals 68, no. 1 (2019): 369–72. http://dx.doi.org/10.1016/j.cirp.2019.04.018.

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Salvi, Kaustubh Anil, and Mukesh Kumar. "Rainfall-induced hydroplaning risk over road infrastructure of the continental USA." PLOS ONE 17, no. 8 (August 31, 2022): e0272993. http://dx.doi.org/10.1371/journal.pone.0272993.

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Extreme rainfall causes transient ponding on roads, which increases the risk of vehicle accidents due to hydroplaning (HP), a phenomenon characterized by reduced friction between the pavement surface and the tires of moving vehicles. Before mitigation plans are drawn, it is important to first assess the spatio-temporal patterns of hydroplaning risk (HpR). This study quantifies HpR over the entire continental USA considering the coupled role of precipitation characteristics and pavement properties. Results show the southern United States to be a primary hotspot of HpR. About 22% of road sections experiencing HpR exhibit an increasing trend in the annual occurrence of HP events with time, indicating a riskier future ahead. Alarmingly, road sections that either experience higher HpR or increasing trend in annual occurrences of HP events are the ones with sizeable traffic. These results emphasize the need to prioritize HP-aware road design, traffic management, and signage in regions with high or fast-evolving risks.

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Mohammed Ali, Ali Khaled, Ibrahim Ali Muhsin, and Omar Khalil Al-Joboury. "Studying the Effect of Roughness of wet Road on Critical speed of Vehicle." Tikrit Journal of Engineering Sciences 24, no. 2 (June 30, 2017): 102–10. http://dx.doi.org/10.25130/tjes.24.2.12.

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Hydroplaning is one the most dangerous phenomena which effect on the safety of driving cars on wet roads, then, the critical speed of slipping cars is an important parameter in the hydroplaning ,and depends on the properties of the following three parameters: tires, water layer and road surface. The road texture is the main property of road specifications which affect directly on the critical speed of the vehicle.In the present work, the properties of road roughness and influence of surface texture on critical speed of vehicle are studied with variation of the following parameters: thickness and dynamic viscosity of water on the road surface and the vehicle load. The results showed that increasing the road surface roughness and the vehicle load both has a appositive influence on the critical speed (increase)of the vehicle, while increasing the dynamic viscosity and thickness of the water layer on the road surface has a negative influence on the critical speed (decrease) of the vehicle.

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Journal articles on the topic 'Hydroplaning'

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