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REPORT STANOARO TITLE PAGE

1. RetMrt No, :Z. G....._..., Accouion No. 3. RoctJIIont' Cotolot No.
FHW AJTX-90+ 1190-2F
4. Title ond Sublitle S. Report Dote
TRUCK TIRE PAVEMENf CONTACf PRESSURE
DISTRIBLmON CHARACTERISTICS FOR THE BIAS GOODYEAR 18-22.5, September 1989
THE RADIAL MICHELIN 275!80R/24.5, THE RADIAL 6. Performi"t Orgoru zotion Cod
MICHELIN 255nOR(22.5, AND THE RADIAL GOODYEAR 11 R24.5 TIRES
8. Performong Orgoni&atio" Report No.
Rafael F. Pezo, Kurt M. Marshek, and W. R. Hudson Research Report 1190-2F
9. Porformint Orgoniaotion N- A-.reaa 10. Work Unit No.
Center for Transportation Research
The University of Texas at Austin 11. Controct or Gront No.
Austin, Texas 78712-1075 Research Study 3-8-88/9-1190
h':;--;:-:-:--:--:---::---:--:-:--:------------------113. Typo ol Report ontl Period Covered
12. SpOI'Iaorint At..,CY N- ...... Adore ..
Texas State Department of Highways and Public Transportation Final
Transportation Planning Division
P. 0. Box 5051
Austin, Texas 78763-5051
15. Suppl-ontory Not
Study conducted in cooperation with the U. S. Department of Transportation, Federal Highway Administration.
Research Study Title: "Tire Contact Pressure Distributions"
16. Abatroct
This report presents the results of an experimental investigation into the contact areas and tire contact pressure
distributions produced by statically loaded truck tires. For this report, the bias Goodyear 18-22.5 LR-H tire, the
radial Michelin 275/SOR/24.5 LR-G tire, the radial Michelin 255nOR/22.5 LR-G tire, and the radial Goodyear
11R24.5 LR-G tire were tested.
The testing consisted of making contact pressure and contact area prints at the interface between the tire and a
steel plate at different wheel loads and tire inflation pressures. The pressure prints were produced using Fuji prescale
film. The Fuji prescale film produces color variations, when pressure is applied to it, in such a way that darker
pigmentation is produced in zones of higher pressure. The variations in color intensities of the Fuji film prints are
related to contact pressure values produced for the fllm color calibration curve. Then, by digitizing the images and
using computer software developed exclusively for this project, the tire contact pressure distributions were
determined. The proportions of contact area covered by the various pressure ranges were computed and compared in
order to observe the patterns and to estimate the significance of high contact pressures.
The contact area prints were made by applying ink to the tire and pressing the tire over a white paper that
covered the steel plate. The ink prints have only one color and were used for calculating the tire-plate contact areas.
Also, the side tire movements were measured for the tires during testing to allow other researchers to relate
subsequent theoretical studies to our experimental results.
This report also proposes mathematical models for (1) estimating the tire contact area based on the relative
area value (ratio of wheel load over inflation pressure) and (2) estimating the tire vertical stiffness based on the tire
contact area.
17. K.,. Word 11. Dl"llluti St.._...,
tire pressures, truck tires, contact area, contact pressure No restrictions. This document is available to the
distributions, axle loads, pavements, side tire public through the National Technical Information
movements, tire deflections, tire vertical stiffness Service, Springfield, Virginia 22161.
19. Security Clouif. (of lhl r,._t) . S.writy Cllf (of tt.l ,..., 21. No. of Pogo 22. Price
Unclassified Unclassified 56
Fom DOT F 1700.7 cJ

TRUCK TIRE PAVEMENT CONTACT PRESSURE DISTRIBUTION
CHARACTERISTICS FOR THE BIAS GOODYEAR 18-22.5,
THE RADIAL MICHELIN 275/SOR/24.5,
THE RADIAL MICHELIN 255/70RI22.5,
AND THE RADIAL GOODYEAR 11R24.5 TIRES
by
Rafael F. Pezo
Kun M. Marshek
W. R. Hudson
Research Report Number 1190-2F
Research Project 3-8-88/9-1190

Tire Contact Pressure Distributions
conducted for
Texas State Department of Highways

and Public Transportation
in cooperation with the
U.S. Department of Transportation

Federal Highway Administration
by the
CENTER FOR TRANSPORTATION RESEARCH

Bureau of Engineering Research
THE UNIVERSITY OF TEXAS AT AUSTIN
September 1989
The contents of this report reflect the views of the There was no invention or discovery conceived or first
authors, who are responsible for the facts and the accuracy actually reduced to practice in the course of or under this
of the data presented herein. The contents do not necessarily contract, including any art, method, process, machine,
reflect the official views or policies of the Federal Highway manufacture, design or composition of matter, or any new
Administration. This report does not constitute a standard, and useful improvement thereof, or any variety of plant
specification, or regulation. which is or may be patentable under the patent laws of the
United States of America or any foreign country.
ii
PREFACE
This is the second of two reports which describe work providing the tires, to Ms. Peggy Johnson, and to CTR
done on Project 1190, "Tire Contact Pressure Distribu- personnel . especially Lyn Antoniotti and Carl Bertrand.
tions." This study was conducted at the Center for Transpor- We acknowledge their contributions and greatly appre
tation Research (CTR), The University of Texas at Austin, ciate their efforts in making this a successful project.
as part of a cooperative research program sponsored by the
Texas State Department of Highways and Public Transpor- Rafael F. Pezo
tation. Kurt M. Marshek
Many people contributed toward the completion of this W. R. Hudson
report. Thanks are expressed to Dr. Tom Tielking for his
input, to Mr. Larry Walker of Walker Tire Company for September 1989
LIST OF REPORTS
Report No. 1190-1, "Truck Tire-Pavement Contact 18-22.5, the Radial Michelin 275/80R/24.5, the Radial
Pressure Distributions for Super Single 18-22.5 and Smooth Michelin 255nOR/24.5, and the Radial Goodyear 11R24.5
11R24.5 Tires," by Rex William Hansen, Carl Bertrand, Tires," by Rafael F. Pezo, Kurt M. Marshek, and W. R.
Kurt M. Marshek, and W. R. Hudson, presents experimental Hudson, presents experimental data on the effect of tire
data on the effect of tire inflation pressure and static wheel inflation pressure and static wheel load on contact pressure
load on contact pressure distributions for the bias Goodyear distribution, contact area, tire deflections, and tire vertical
18-22.5 and the smooth radial Armstrong 11R24.5 tires. stiffness. September 1989.
July 1989
Report No. II90-2F, "Truck Tire Pavement Contact
Pressure Distribution Characteristics for the Bias Goodyear
ABSTRACT
This report presents the results of an experimental contact pressure distributions were determined. The propor-
investigation into the contact areas and tire contact pressure tions of contact area covered by the various pressure ranges
distributions produced by statically loaded truck tires. For were computed and compared in order to observe the pat-
this report, the bias Goodyear 18-22.5 LR-H tire, the radial terns and to estimate the significance of high contact pres-
Michelin 275/80R/24.5 LR-G tire, the radial Michelin 255/ sures.
70R/22.5 LR-G tire, and the radial Goodyear 11R24.5 LR- Thecontactarea prints were made by applying ink to the
G tire were tested. tire and pressing the tire over a white paper that covered the
The testing consisted of making contact pressure and steel plate. The ink prints have only one color and were used
contact area prints at the interface between the tire and a steel for calculating the tire-plate contact areas. Also, the side tire
plate at different wheel loads and tire inflation pressures. movements were measured for the tires during testing to
The pressure prints were produced using Fuji prescale film. allow other researchers to relate subsequent theoretical
The Fuji prcscale film produces color variations, when studies to our experimental results.
pressure is applied to it, in such a way that darker pigmenta- This report also proposes mathematical models for (1)
tion is produced in zones of higher pressure. The variations estimating the tire contact area based on the relative area
in color intensities of the Fuji film prints are related to value (ratio of wheel load over inflation pressure) and (2)
contact pressure values produced for the fllm color calibra- estimating the vertical stiffness based on the tire contact
tion curve. Then, by digitizing the images and using com- area.
puter software developed exclusively for this project, the tire
iii
SUMMARY
The rate of deterioration of highway pavements over the project, the tire contact pressure distributions were deter-
last 50 years has been accelerating. During this time, legal mined. The proportions of contact area covered by the
truck sizes, weights, wheel loads and tire inflation pressures various pressure ranges were computed and compared in
have increased. This report describes a study which seeks to order to observe the patterns and to estimate the significance
measure actual tire-pavement contact pressure distributions, of high contact pressures.
in order to provide pavement designers with estimates of tire The contact area prints were made by applying ink to the
pressure for use in studies of pavement deterioration and to tire and pressing the tire over a white paper that covered the
assist legislators in developing legislation regarding tire steel plate. The ink prints have only one color and were used
usage. for calculating the tire-plate contact areas. Also, the side tire
This report presents the results of an experimental study movements were measured during testing to allow other
involving several truck tires statically loaded against a steel researchers to relate subsequent theoretical studies to our
plate. The bias Goodyear 18-22.5 LR-H "super single" tire, experimental results.
the radial Michelin 275/SOR/24.5 LR-G tire, the radial This report also proposes mathematical models for (1)
Michelin 255170R/22.5 LR-G tire, and the radial Goodyear estimating the tire contact area based on the relative area
11 R24 .5 LR-G were tested and studied for this report. These value (ratio of wheel load over inflation pressure) and (2)
tires were chosen because they are popular for use on Texas estimating the tire vertical stiffness based on the tire contact
highways. area
The testing consisted of making contact pressure meas- The conclusions from this project can be summarized as
urements and contact area prints at the interface between the follows: (1) for bias truck tires the shape of the contact area
tire and the support plate at different wheel loads and tire is generally circular with an oval tendency, while for radial
inflation pressures. The pressure prints were produced using truck tires the shape is consistently rectangular; (2) in
Fuji prescale film. The Fuji prescale film produces a color general, for a constant tire inflation pressure, as the wheel
variation when pressure is applied to it, in such a way that load increases, the proportion of contact area increases for
darker pigmentation is produced in zones ofhigherpressure. higher contact pressure ranges and decreases for lower
The variations in color intensities of the Fuji film prints are contact pressure ranges; (3) similarly, for a constant wheel
related to actual contact pressure values produced for the load, as the tire inflation pressure increases, the proportion
film color calibration curve. Then, by digitizing the images of contact area increases for higher contact pressure ranges
and using computer software developed exclusively for this and decreases for lower contact pressure ranges.
IMPLEMENTATION STATEMENT
The results of this project provide tire contact areas, tire ments. The results can help to clarify many pressing prob-
contact pressure distributions, and proportions of contact lems, such as rutting, shoving, etc. Such information and
area covered by different pressure ranges for truck tires at evaluation leads to changes in methods employed in current
several inflation pressures and wheel loads. These relation- pavement design to improve the performance of pavements
ships can be used to evaluate the effects of truck tire inflation and can also assist legislators in developing legislation
pressure and axle load on the structural capacity of pave- regarding allowable tire pressures and related issues.
iv
TABLE OF CONTENTS
PREFACE .............................................................................................................................................. 111
LIST OF REPORTS .... .. .. .. ........ .. .. ...... .. . .... .... .... .. .... .. .. .. .. ..... .... ...... .... .. ...... .. .... .. ... .. ...... .. .. ...... .... .. .. .. ... .. ut
ABSTRACT........................................................................................................................................... iii
SUMMARY ........................................................................................................................................... iv
IMPLEMENTATION STATEMENT........................................................................................................... IV
CHAPTER 1. INTRODUCTION
Backgrolllld ...................................................................................................................................... .
Objectives ....................................................................................................................................... ..
Scope and Organization of the Study ..................................................................................................... .
Research Approach ............................................................................................................................ .
CHAPTER 2. REVIEW OF TIRE CONTACT PRESSURE STUDIES
Literature Survey................................................................................................................................ 3
Tire-Pavement Interface Pressure Characteristics................................................................................. 3
Tire Contact Pressure and Its Effect on Pavement Performance.............................................................. 3
Future Trends in Tire Types ... .. .... .. .. .. .... .... .... ... .... .. .. .. .... .. .. .. .. ..... .. .. .. .. .. .. .. .... .. ..... .. .. .. .. .. .. .. .. .... .... ...... . 4
Conclusions...................................................................................................................................... 4
CHAPTER 3. EXPERIMENTAL PROCEDURES
Experimental Parameters...................................................................................................................... 6
Tires.......................................................................................................................................... 6
Loads and Inflation Pressures.......................................................................................................... 6
Experimental Procedure . .. .. .... .. .... .. .. .. .. .. .. .. ... .... .. .... .. .. .. .. .. .. .. ..... .. .. .. .. .. .. .. .. .. .. .. ... .. .... .. .. .. .. .. .. .... ...... ..... 6
Mounting the Tire........................................................................................................................ 6
Testing the Tire and Producing Calibration Squares............................................................................. 6
Analysis of the Fuji and Ink Prints.................................................................................................. 9
Presentations of Results . ... .. .. .. .. .... .. .. .... .. .. ... .. .. .. .. .. .... .. .. .. .. . .. .. .. .. .. .. .. .... .. .. .. .. . .. .. .. .. .. .. .. ..... ..... .. ..... 9
CHAPTER 4. EXPERIMENTAL RESULTS
Bias Goodyear 18-22.5 LR-H "Super Single" Tire .................................................................................... 10
Radial Michelin 275/SOR/24.5 LR-G Tire ............................................................................................... 10
Radial Michelin 255/70R/22.5 LR-G Tire ............................................................................................... 11
Radial Goodyear l1R24.5 LR-G Tire ..................................................................................................... 16
CHAPTER 5. DISCUSSION AND ANALYSIS OF RESULTS
Tire Contact Area ............................................................................................................................... 39
Discussion of Results ..... .. .. ........ .. .. .. .. .. ... .... .. ..... ... .. .. .... ... .. .... .... .. .. .. .. .... .... .. . ... ... ..... . .. .. .. .. .... .. ... .. 39
Analysis of Results .. .. .. .. .. .. .. .. .... ... .. . .. . .. .. .. ... ....... ............ ... .. .. .. .. .. .. .. .. .... .. ... .. .. .. .. .. .... .... .. .. .... .. ..... 39
Tire Contact Pressure Distributions .. . .. .. .. .. .. .. .. .. .. .. ..... ............ .. .. .... ... .. ..... .. ... .. .. .. .. .. . .. .. .. .. .. .. .. .... ... ... .... . 40
Proportions of Contact Area................................................................................................................. 40
Discussion.................................................................................................................................. 40
Analysis..................................................................................................................................... 40
v
Comparison Between the Tires ........................................................................................................ 41
Load Dist.ribution Along the Tread Width ............................................._. .................................................. 42
Tire Vertical Stiffness ......................................................................................................................... 42
Discussion .................................................................................................................................. 42
Analysis of Results ...................................................................................................................... 42
CAHPTER 6. CONCLUSIONS AND RECOMMENDATIONS

Conclusions ...................................................................................................................................... 44
Recommendations .. .. .. .. .. .... .. .. .. .. . . .. .. .. . .. .. .. .. .. . . .. .. .. .. .. .. .. .. .. . . ... .. .. .. .. .. .. .. .. .. .. . . .. . .. .. .. .. . . . . .. . . . . .. .. .. .. . . .. . .. .. 44
REFERENCES . .. .. .. .. .. .. .. . ... .. .. .. .. .. .. .. ..... .. .. .. .. .... . . .. .... .. .. .. ... .. .. .. .. .. .. .. . . .. .. . . . ... .. .. . .. .. .. . . . . . ... .. . . . . .. .. .. . . . . . . . .. . . 45
APPENDIX A. EXPERIMENTAL AND ANALYTICAL PROCEDURES FOR

DETERMINING TIRE CONTACT PRESSURE DISTRffiUTIONS ........................................... 47
. APPENDIX B. SIDE TIRE MOVEMENT DATA ......................................................................................... 48
vi
CHAPTER l. INTRODUCTION
BACKGROUND OBJECTIVES
The rate of highway pavement deterioration has been The objectives of r.he study described in this report arc
observed to be accelerating over r.he last 50 years (Refs 26 ( 1) to establish pressure distributions for four different types
and 27). A variety of factors have been identified as contrib- and sizes of tires in contact with a steel plate, (2) to provide
uting to r.he accelerated rate of pavement damage, including data to assist pavement designers in estimating the increas-
increased truck weights, sizes, wheel loads, and tire inflation ing rate of highway deterioration, and (3) to provide legisla-
pressures. Tire contact pressure distribution and its eroding tors with infonnation for use in developing legislation re-
effect on r.he pavement has, until recently ,received very little garding tire pressure limits and usage.
attention. It is now increasingly recognized r.hat the tire-
pavement contact pressure distribution is an important fac- SCOPE AND ORGANIZATION OF THE
tor in pavement deterioration and, consequently, a major STUDY
consideration in new pavement and rehabilitation design.
Chapter 2 contains a brief summary of related studies
As the cost of fuel has increased, r.he trucking industry
dealing wir.h r.his subject. A description of r.he experimental
has sought ways to economize its operations. One approach
procedure used in r.his project is presented in Chapter 3.
was an attempt to improve truck gas mileage by reducing
Chapter 4 contains the experimental results, including tire
rolling resistance through the use of higher tire inflation
contact pressure distributions, contact areas, load distribu-
pressures. This increased tire pressure has presumably
tions across r.he tread width, and proportions of contact area
caused an increase in the rutting and fatigue failures of
covered by different pressure ranges for the tires tested. A
asphaltic concrete pavements.
discussion and an analysis of r.he results are presented in
The AASHO Road Test was conducted and analyzed
Chapter 5, along with appropriate statistical analyses. In
using 1958-1960 truck characteristics. Since r.hen tire pres-
Chapter 6, conclusions and recommendations for future
sures have increased, and their effects on fatigue damage to
research are presented.
pavements are not documented. AI!.hough pavement design-
ers have in the past attempted to counteract r.he effects of
increased loading through improved pavement and geomet- RESEARCH APPROACH
ric designs, the rate of pavement deterioration continues to To identify the contact area and pressure magnitudes,
increase (Refs 6, 11, 15, and 23). The actual pavement static testing was perfonned at The University of Texas at
loading mechanisms and r.heir magnitudes must be identi- Austin on several tires at various inflation pressures and
fied in order to estimate real pavement perfonnance. wheel loads. These tires were a bias Goodyear 18-22.5 LR-
Current pavement design assumes a unifonn pressure H super single, a radial Michelin 275/BOR/24.5 LR-G, a
distribution equal to r.he tire inflation pressure loaded over a radial Michelin 255nOR/22.5 LR -G, and a radial Goodyear
circular tire contact area. Research has clearly demonstrated 11R24.5 LR-G.
that r.he actual pressures are dependent on the user vehicle The experimental procedure consisted of four stages:
operating characteristics, tire type, wheel load, and tire (1) mounting r.he tire, (2) testing the tire and producing
inflation pressures. calibration squares, (3) analyzing r.he Fuji and ink prints, and
Severa! attempts have been made to detennine tire (4) presenting the results. Details of r.he experimental proce-
contact pressure distributions. Tielking (Ref 15), for ex- dure can be found in Chapter 3 of this report.
ample, developed a fmite element model of tires to estimate In genera!, Fuji prescale film was the medium used to
stresses and strains in pavements when r.he tire is loaded and capture the tire contact pressure distributions. This is the
inflated to different air pressures. However, none of r.hese film used by Hansen, Chan, and Marshek in References 1, 2,
studies has been related to and calibrated wir.h experimental and 25. The Fuji prescale film was located between the tire
measurements. and r.he steel plate. By applying different loads to r.he tire, the
At The University of Texas at Austin, contact pressure Fuji prints were produced. The Fuji prints were r.hen scanned
distributions of a statically loaded tire have been experimen- and digitized using an Adage 3006Graphics system. Several
tally detennined (Refs 1, 2, and 25). This has been possible computer programs written exclusively for r.his project were
through a system which provides numerical pressure values run in order to measure, analyze, and display r.he truck tire
for r.he contact area and two-dimensional color spectrum contact pressure distributions.
graphics that clearly focus on the variations in contact The tire contact area and the applied wheel load values
pressures and show r.he locations of the peak pressure values. obtained from r.he analysis of r.he Fuji prints were checked
2
for consistency. Tire contact areas were estimated by pro- The truck tire pavement contact pressure distributions
ducing ink prints and analyzing lhem. The applied wheel of lhe four tested tires are presented in two ways, in Chapter
loads were detennined using lhe computer programs and 4: (1) numerical p~essure maps and (2) two-dimensional
compared wilh lhe actual applied loads used in testing. This color pressure plots.
checking process enhanced lhe validity of lhe results.
CHAPTER 2. REVIEW OF TIRE CONTACT PRESSURE STUDIES
This chapter discusses the literature associated with tire stress component; the other, called the lateral stress compo-
contact pressure disuibutions. Several technical publica- nent, is perpendicular to the central plane of the tire. In
tions related to tire contact pressures, wheel loads, tire types, general, these sub-components are called shear components.
and tire inflation pressures were reviewed. Descriptions of The shear components are created when an inflated tire
the tire-pavement interface pressure characteristics, their is deflected against the pavement, causing the doubly-
effect on pavement life, and future trends in tire types are curved surface of the tread to become a flat surface. When
presented below. the tire is vertically deflected against a flat surface, the
motion is restrained by friction between the tire and the
LITERATURE SURVEY pavement, creating perpendicular horizontal shear compo-
nents of contact pressure. However, when the tire rolls freely
A literature search was conducted to determine the
without camber, the shear pressure is re-directed, due to the
existing state of knowledge relating to the project. The
superposition of an angular velocity on the tread surface.
reference collection of the Center for Transportation Re-
Bonse and Kuhn (Ref 21) experimentally confirmed this as
search at The University of Texas at Austin, the Highway
early as 1959 by rolling a tire over a circular force-measuring
Department libraries in various states, and other academic
stud placed in a manhole cover.
libraries were among the sources of information for this
Tielking and Roberts (Ref 15) believed that the magni-
project. This section presents a review of several papers
tude of the lateral shear is dependent on tire construction,
addressing the problems of tire-pavement interface pressure
with the radial tires producing about one-half lower peak
characteristics and tire contact effects on pavement life.
pressure values than bias tires. They also believed that the
Tire-Pavement Interface Pressure Characteristics lateral shear pressure applies a much higher stress to the
pavement than does longitudinal shear pressure.
In pavement design, it is frequently assumed that (1) the
tire contact pressure is equal to the tire inflation pressure, and Tire Contact Pressure and Its Effect on Pavement
(2) the tire contact pressure is uniformly distributed over a Performance
circular area. These assumptions are based on the idea that,
if an inflated membrane is in contact with a flat surface, the A pavement must provide the load-bearing surface for
contact pressure at each point is equal to the membrane's which it is designed. This depends on the expected traffic
inflation pressure and the contact area is circular. Theoreti- loads, density of traffic, and desired service life. The pave-
ment must maintain an adequate surface condition such that
cally, as well as experimentally, it has been demonstrated
that contact pressures are not uniform and contact areas are it is able to permit comfortable and safe driving within the
not circular. Models constructed with these assumptions are designated speed limits. The service life is dependant on the
hardly accurate because carcass stiffness as well as stiffness loading the pavement receives. Traditionally, pavement
design engineers have been primarily concerned with only
in the sidewalls prohibits equal pressure distribution in the
contact area (Ref 20). the wheel loading effects, but, recently, research efforts have
Lippmann and Oblizajek (Ref 17) stated that tire pave- also investigated environmental and traffic effects caused by
ment contact area is influenced by factors such as vehicle wheel loads and tire inflation pressures. References 4, 15,
speed, wheel load, tire inflation pressures, wheel camber, 18, 27, 28, and 29 discuss the stress and strain relationship
steering, braking, vehicle suspension, and tire configura- in an asphalt pavement system caused by wheel load and
tion. Tielking and Roberts (Ref 15) described the mecha- inflation pressure.
nism whereby a tire transfers a wheel load to the pavement. In general, the literature shows that the major causes for
Tielking and Roberts stated that changes in either the wheel increases in pavement fatigue and rutting rates are increases
load or the tire inflation pressure result in variations in actual in wheel loads and tire inflation pressures. For example, van
contact area. Vuuren (Ref 4) analyzed various linear elastic pavement
Ginn and Marlowe (Ref 22) explained the characteris- structures under many combinations of wheel loads and
tics of tire-pavement contact stresses, describing their inflation pressures, using the Chevron computer program.
components and orientations. The stresses can be repre- He attributed four types of pavement failure to high contact
sented by two components, one perpendicular and the other pressure: (1) fatigue of the surface layer, (2) fatigue of
tangent to the contact surface. This latter component may cement stabilized bases, (3) surface densification, and (4)
also be subdivided into two sub-components, each lying in consolidation of the subgrade. Another researcher, Eisen-
the contact plane. One of the two sub-components is parallel mann (Ref 27), states that pavement rutting is caused by
to the central plane of the tire and is called the longitudinal mechanical abrasion and is due to irreversible material
3
4
deformations. These defonnations are mainly caused by Papagianak:is (Ref 18} stated that tire manufacturers are
high tire contact pressure concentrations, which are in turn attempting to improve tire unifonnity and further reduce
caused by a change in wheel load and/or a change in tire rolling resistance by, modifying design and production pro-
innation pressure. Papagianak:is (Ref 18) likewise believes cedures. Rolling resistance has also been reduced by in-
that the compressive strains at the top of the asphalt surface creasing inflation pressures. This trend will continue with
are dramatically affected by high tire inflation and contact the widespread use of low-profile tires and variable comfort
pressures. suspension systems.
Many researchers have addressed this growing prob- Roberts (Ref 3}, for example, used a tire inflation
lem, the effects of tire contact pressures on pavement life. pressure of 125 psi in his model to estimate the behavior of
References 5, 18, and 26 describe possible pavement-life- thin asphalt concrete surfaces on granular bases. He said
saving solutions. For example, Brown (Ref 5), at a sympo- that. although 125 psi may appear high, representatives from
sium for high pressure truck tires, stated that, through various tire manufacturers indicate that within the next 5
legislation and improved engineering, pavement life could years (1986-91) tire inflation pressures would continue to
possibly be maintained and extended. The possible legal rise, to nearly 150 psi. He believed that higher tire inflation
measures he mentioned were (1) placing legal limits on tire pressures resulted because increased fuel costs prompted the
pressures, (2) placing controls on the manufacture of high trucking industry to attempt to reduce rolling resistance and
pressure tires, (3) requiring approval by FHW A of any new thereby increase fuel economy. Therefore, the tire manufac-
tire carcass design, (4) requiring approval for any new turers have responded by marketing both bias and radial tires
suspension system (considering tires as a component of the that operate at higher tire inflation pressures.
suspension system), and (5) using tire inflation pressure as Zekoski (Ref 23) believes radialization will continue
a factor in setting truck user taxes. into applications that traditionally have been bias domi-
Nine states have already implemented conditional pro- nated, to increase fuel economy (e.g., on school buses, pick-
visions for the maximum wheel load as a function of the tire up trucks, and delivery trucks).
inflation pressure (Refs 6 and 16). These regulations are Zekoski also addressed the possible impact of European
generally expressed as two allowable loads per tire, one for tires. There is a trend in Europe to manufacture tires having
inflation pressures below 100 psi and another for inflation higher load capabilities and inflation pressures to meet the
pressures above 100 psi. increasing regional legal load limits, which are higher than
The possible engineering improvements suggested by those in the U.S. He believed that, as the global marketplace
Brown include (1) the use of more accurate pavement continues to mature, an increasing number of these tires will
structural design models, (2) possible development of better enter the United States, and the effect of these tires on
binders and cements, and (3) emphasis on better quality pavement life must be addressed.
control and mix design criteria. These improvements, if
implemented, will help in estimating the pavement perfonn- CONCLUSIONS
ance and service life in a more reliable manner. From the literature review the following conclusions
Future Trends in Tire Types maybe made:
Pavement designers are concerned with future trends in (1} Wheel load and tire inflation pressure have a signifi-
tire types. For example, Papagianalcis and Haas (Ref 18) cant effect on pavement service life.
mentioned that inflation pressures, regardless of tire types, (2} The major causes for the increase in pavement fatigue
are much higher than they were two decades ago. Yeager and rutting rates are increases in the wheel loads and
tire inflation pressures.
(Ref 19), based on the fact that radial tires have a demon-
strated higher wear life, predicted that the amount of radial (3} Theoretically and experimentally it has been demon-
strated that contact pressures are not unifonn and that
replacement tires would increase from 65 to 88 percent
the contact area is not circular.
within the next 10 years. Yeager also stated that the average
(4) Tire contact forces are nonnal stresses, and are longi-
set of radial automotive tires currently serves for approxi-
tudinal and lateral shear stresses.
mately 39,000 miles before replacement (some of the new
(5) Factors affecting contact pressure distributions in-
designs are capable of 65,000 miles). Recently, with the
clude speed, steering, tire camber, tire construction,
introduction to the market of the all-season radial tire, braking, inflation pressure, and wheel load .
traditional bias tires are being rapidly replaced. (6) The use of radial tires will increase significantly,
Most experts agree that the popularity of radial tires replacing the bias tire market at a faster rate.
will continue to grow, particularly the all-season radials. The (7) Improved engineering and increased legislation may
all-season tire has proven to be fuel efficient and provides reduce pavement rutting and fatigue caused by high
good traction on wet and snowy roads. The all-season tire, wheel loads and high inflation pressures.
with its improved perfonnance capability and lower profile,
has become even more attractive.
5
These conclusions reinforce the need for the experi- Chapter 1, this report addresses this need by testing several
mental determination of the tire contact pressure distribu- popular tires and presenting the variations of tire contact
tions, since these pressure distributions have a major influ- pressures. when a wheel load and/or a tire inflation pressure
ence on pavement performance and service life. As stated in changes.
CHAPTER3. EXPERIMENTALPROCEDURES
This chapter describes the experimental procedures applied wheel loads .and tire inflation pressures are shown in
used in obt.aining tire pavement contact pressure distribu- Table 3.1.
tions and lists the experimental parameters which were
selected for measurement. EXPERIMENTAL PROCEDURE
The flow chart of the experimental procedure used to
EXPERIMENTAL PARAMETERS obtain tire contact pressure distributions is shown in Fig 3.1.
Fuji and ink: prints were produced for various com bina- The experimental procedure used in this project consisted of
tions of tires, wheel loads, and inflation pressures. The four stages: (1) mounting the tire, (2) testing the tire and
parameters and the reasons for their selection are discussed producing calibration squares, (3) analysis of the Fuji and
below. The experimental parameters are t.abulated in Table ink: prints, and (4) presentation of results. For additional
3.1. details on the experimental procedure, consult Ref I.
Mounting the Tire
TABLE 3.1. TIRE EXPERIMENTAL
PARAMETERS The work: prior to the testing consisted of mounting the
tire and placing the tire into the load frame, which was
In nation In nation followed by operations such as tightening the connections,
Tire Pressure Loads Pressure Loads adjusting the alignment, installing the load calibration cell,
Type (psi) (psi)
.J!2L .J!2L and controlling the tire inflation pressure to the desired
18-22.5 85 15,000 100 15.000 setting. Figure 3.2 shows the setup for the experiment: the
275!80R/24.5 95 6,000 110 6,000 mounted tire ready for testing, the load frame, the hydraulic
95 8,000 110 8,000 pumps, the platfonn, the data acquisition system, and the
255/70R/22.5 110 6,000 135 6,000 load cell.
110 8,000 135 8,000 Testing the Tire and Producing Calibration
l1R24.5 95 6,000 110 6,000 Square;
95 8,000 110 8,000 Fuji and ink: prints were made of the tires as they were
subjected to different combinations of wheel loads and
inflation pressures. The procedure was similar to the one
Tires followed by Hansen (Ref 1), except that here the side tire
Four truck: tires were selected for experimentation: a movements were also recorded. This was done by measuring
bias Goodyear 18-22.5 LR-H super single tire, a radial the horizontal and vertical deflections of previously selected
Michelin 275/80R{24.5 LR-G tire, a radial Michelin 255/ reference points (see Appendix B for side tire movement
70R22.5 LR-G tire, and a radial Goodyear 11R24.5 LR-G data).
tire. The bias Goodyear 18-22.5 LR-H truck: tire, tested by (1) When pressure is applied to a Fuji prescale film, the
Hansen (Ref 1), was subjected to further tests to obtain more film changes color in such a way that darker pigmentation is
information on this tire, due to its popularity and growing produced in zones of higher pressure. The Fuji or pressure
demand. prints are used to relate the contact pressures with color
The radial Michelin 275/80R/24 .5 LR -G tire, the radial intensities. The Fuji preseale films are comprised of" A" and
Michelin 255{70R/22.5 LR-G tire, and the radial Goodyear "C" sheets. Both sheets have a low compressibility polyester
11R24.5 LR-G tire were selected due to their popularity on base. The A sheet has a thin coating of microcapsule, color-
Texas highways. In fact, the radial11 R24.5 tire is generally forming material, and the C sheet has a thin coating of color
considered to be the most common truck tire found running
on U.S. highways today (Refs 3 and 7).
1
A special strategy was followed for the bias Goodyear 18-
Loads and Inflation Pressures 22.5 LR-H tire, since it was felt that in this case the peak
All the tires except the bias Goodyear 18-22.5 LR-H pressure values would not be recorded, because they were
super single tire were tested at the maximum inflation beyond the capacity (0 to 285 psi) of the Fuji Super Low film.
Hansen stated that there was a possibility of not recording
pressures and loads recommended by the manufacturers and higher pressure values due to the limited capacity of the Fuji
also at loads and inflation pressures that were roughly 20 Super Low film. The very high intensities suggest that
percent higher. For the bias Goodyear 18-22.5 tire, it was pressure values could become as high as 500 psi or even 600
decided to load the tire at 15 ,000 pounds under the inflation psi. Hence, an additional experiment was conducted using
pressures (85 and 100 psi) used by Hansen (Ref 1). The Fuji Low range film, which has a higher capacity (170 to
1,000 psi).
6
7
MOUNTTHE TIRE
MOUNT c t-ed< Alignm~t. Tightness,
0 THETIF~E
Tre lrtlal:ion Presstre, Symr-netry
at Loading, and the load
Calitration Cell.
ft.
V
TESTTHETIRE
AND PRODUCE
PRODUCE
CALIS. SOUA.RES

TEST THE TIRE
Using the Fuji TEST THE TIRE
USing IIi<
CALl B. SOUA.RES Using the Fuji Fim Prescale Fim
''
FWI PRINT ANALYSIS ' II
INK PRINT ANALYSIS
ft. ANALYSIS OF
CALIBRATION
'
DIGITAllON
l
DETERMINATION
OF THE
CURVE 1---- PROCESS
V' THEFWIAND
Color lntensty ol'tt'e
CONTACT AREA
INK PRINTS Based on the
vs. Pressure Fuji PrintS
Ill< Prints
TEST
~RAMETER
COM~RISON

CALCULATION
OF THE
z
0
!Q
APPLIED LOAD APPLIED LOAD a:
&
2
0
r&
CALCULATION OF 0
THE CONTACT
CHECK AREA
&.REPEAT
. t--
Based on the
0 Fuji Pri1ts
YES
SIMILAR?
l
PRESENTATION
0 OF RESULTS
TIRE CONTACT PRESSURE
DISTI=! IBUTION OUllPUT
NO
+
20 Pressure
Pld:s
3D Pressure
'
NUTierical
Presstre
Map;
'
Detmlnal:bn or
Prop:>rtiors d
COntact Area
Cavered cy Specific
CHECK
&. REPEAT
Pld:s
Presstre Ra~ 0
Fig 3.1. Flow chart of the experimental procedures used to obtain tire contact pressure
distributions.
8
HP 150AComputer
Fig 3.2. Load frame schematic (Ref 1).
Jl~ ~~~=::.::,.
C-sheet
r"'' I+YJ& z;;;;;;;;...,._lntermediate Layer
...,._Substrate
Fig 3.3. Fuji prescale film working principle (Ref 1).
developing material. The microcapsules on the A sheets are releasing the color material. Figure 3.3, which is taken from
of various sizes, and this allows them to break at different Ref 1, shows the working principle of the Fuji prescale film.
pressure levels. Large microcapsules break at relatively low (2) The calibration squares were produced on the Fuji
pressures, while smaller capsules break at higher pressures. prescale film using a compression machine. These squares
To produce a color density image, the A and C sheets are were produced at different loads in order to have a variety of
superimposed with the coated surfaces face to face. As points to enable us to analyze and construct a calibration
pressure is applied, the microcapsules on the A sheets break, curve to relate color intensities with pressure values. Since
9
the Fuji prescale film changes with time and from box to box, distribution output These checks were done for each tire and
these calibration squares were produced at approximately at each set of experimental parameters. The first check was
the same time as the Fuji prints; and, in the case where two to compar~ the calculated load obtained from the Adage
separate boxes of Fuji prcscale film were used to complete system with the actual wheel load applied during testing.
the testing of one tire, a set of calibration squares was The second check was to compare the calculated tire contact
produced for each box of film. area obtained from the Adage system with the tire contact
(3) The ink prints were produced under the same area obtained from the counting method. In order to have
testing parameters as the Fuji prints. The monochrome ink high reliability, these differences had to have an offsetofless
prints were used for calculating the tire-plate contact areas. than 5 percent. Otherwise the whole analysis was checked
The ink prints were made by applying a common black ink and repeated.
to the tire and pressing the tire down on a white paper that
covered the steel plate. From these prints, the tire contact Presentations of Results
areas were determined using the counting method, i.e., by The results consisted of 2D contact pressure plots in
placing a transparent grid paper on the ink print and counting color, the numerical pressure maps, and the proportions of
the number of shaded squares in the transparent grid paper. the tire contact area at different pressure ranges.
(4) The side tire movements were determined by se- The 2D pressure plots were produced in the Adage
lecting five reference points on the bias Goodyear 18-22.5 system. These pressure plots are color spectra representing
LR-H super single tire and four reference points on the other the tire contact pressure distributions. These plots are dis-
tires. Then the horizontal and vertical deflections of these played on the screen of the computer monitor and then
reference points were measured. These data are recorded in recorded photographically.
Appendix B. The numerical pressure maps show the actual contact
pressure values acting in the contact area. The 2D pressure
Analysis of the Fuji and Ink Prints plots and the numerical pressure maps present the same data
Analysis of the Fuji prints consisted of running the but in different ways.
programs developed by Chan (Ref 2), with some modifica- The proportions of the contact area covered by the
tions by these authors, and calculating the tire contact areas following pressure ranges were determined from the nu-
from the ink prints. The Adage System was used to digitize merical pressure maps: (1) <50 psi, (2) 50 to 100 psi, (3) 101
and analyze the Fuji prints. The Adage system consists of an to 150 psi, (4) 151 to 200 psi, (5) 201 to 250 psi, (6) 251 to
Eikonix Scanner and an Adage3006Graphics System. A tire 300 psi, and (7) >300 psi. This was done to provide more
image analysis program was run on this system to determine information on the tire-pavement contact pressure distribu-
the contact pressure distributions. Complete details of the tions.
Adage system can be found in Ref 2 and in the Advanced For the bias Goodyear 18-22.5 LR-H tire, results from
Graphics Laboratory of The University of Texas at Austin. both the Fuji Super Low and the Fuji Low range films were
Also,acompleteexplanationthecomputerprogramsuscdto combined, and the proportions of contact areas for the
determine the tire contact pressure distributions can be following pressure ranges were determined: 301 to 400 psi,
found in Refs 1 and 2. A brief description of these is included 401 to 500 psi, 501 to 600 psi, and >600 psi.
in Appendix A.
During the analysis of the Fuji prints, two checks were
performed in order to validate the tire contact pressure
CHAPTER 4. EXPERIMENTAL RESULTS
Using l.he Fuji prescale film and l.he Adage analysis Table 4.3. Table 4.4 shows the load distribution across the
system, contact pressure distributions for the bias Goodyear tread widl.h, obtained from the Adage system, when l.he tire
18-22.5 LR-H "Super Single" tire, the radial Michelin 275/ was tested at the 15,000-pound wheel load.
SOR/24.5 LR-G tire, lhe radial Michelin 255!70R22.5 LR-G Figures 4.1 and 4.2 show two-dimensional contact
tire, and l.he radial Goodyear 11R24.5 LR-G tire were pressure plots in color for the tire loaded to a 15,000-pound
recorded and analyzed. The experimental parameters and load when inflated to 100 and 85 psi, respectively. Figures
the resulting contact pressures for each tire are presented. 4.3 and 4.4 show l.he numerical contact pressure maps for the
same parameters. Figures 4.5 l.hrough 4.10 have been con-
BIAS GOODYEAR 18-22.5 LR-H "SUPER structed using the data from Tables 4.2 and 4.3. These
SINGLE" TIRE histograms show the effects of changing from one load to
another load, and from one inflation pressure to another
The bias Goodyear 18-22.5 LR-H truck tire, tested by
inflation pressure.
Hansen (Ref 1), was subjected to further tests to obtain more
information on this tire, due to its popularity and growing
demand. Hansen (Refl) tested this tireat8,000, 10,000,and
RADIAL MICHELIN 275/SOR/24.5 LR-G
12,000 pounds, at inflation pressures of85 and 100 psi. Here, TIRE
this tire was tested at 15,000 pounds, at the same inflation The radial Michelin 275!80R/24.5 LR-G tire was ana-
pressures. Both films, the Super Low and l.he Low range Fuji lyzed following the same procedure described in Chapter 3.
prescale films, were used. Also, ink prints were produced in This tire was tested under its rated parameters and under a
each case. set of parameters roughly 20 percent higher. This tire is rated
Table4.1 shows (1) l.he print width, (2) the print length, for a maximum load of 6,005 pounds and a maximum
(3) the mean contact pressure values, (4) l.he tire contact area inflation pressure of 100 psi. This tire was tested at 6,000 and
obtained from the Adage system, and (5) the tire contact area 8,000 pounds, at inflation pressures of 95 and 110 psi. Ink
obtained from the counting mel.hod for the various tire prints were produced in each case.
inflation pressures and w heel1oads. Note that, in general, the The tire contact areas obtained from the Adage system
mean contact pressures are higher than the tire inflation and the counting method, l.he print width and print length of
pressures. The differences in the tire contact areas obtained the contact areas, and the mean contact pressures are tabu-
from the Adage system and the counting method are on l.he lated in Table 4.5. Note l.hat, in general, the mean contact
order of 5 percent For this tire, results from l.he Fuji "Super pressures are higher than l.he tire inflation pressures. The
Low" and the Fuji "Low" range films were combined. Table differences in the tire contact areas obtained from l.he Adage
4.2 shows the contact area for various pressure ranges for the system and the counting method are on the order of 5
case where the wheel load is 15,000 pounds. percent.
The contact areas covered by l.he various pressure The proportions of contact area covered by the various
ranges are computed from the numerical pressure maps pressure ranges are computed from the numerical pressure
presented by Hansen (Ref 1) for l.he 12,000, 10,000, and
8,000-pound wheel load cases. These data are tabulated in TABLE 4.2. BIAS 18-22.5
PROPORTIONS OF CONTACT
AREA (PERCENT) FOR THE 15,000-
TABLE 4.1. BIAS GOODYEAR 18-22.5 TIRE TEST POUND WHEEL LOAD
DIMENSIONS Pressure
Ranges Innation Pressure
Mean 8S psi 100 psi
(f!Sl)
In nation Wheel Print Print Contact Tire Contact Area
Pressure Pressure Adage Manual <50 3.43 0.23
Load Width Length
(psi) (psi) (sq in.) (sq in.) 50-100 36.00 36.50
~ J!!!:L .1!!!.:L
85 8,000 11.9 11.5 99.40 75.60 80.48 101-150 28.51 25.67
85 10,000 12.1 12.8 105.57 99.90 94.72 151-200 22.25 23.91
85 12,000 12.4 13.8 109.04 114.94 110.05 201-250 6.87 10.68
85 15,000 12.4 15.2 108.95 122.04 126.10 251-300 1.08 1.23
100 8,000 11.4 11.1 102.15 74.40 78.32 301-400 1.05 1.10
100 10,000 12.1 12.1 110.74 87.70 90.30 401-500 0.52 0.44
100 12,000 12.4 12.3 111.80 112.04 107.33 501-600 0.17 0.15
100 15,000 12.4 14.3 124.79 116.26 120.20 ! >600 0.12 0.09
10
II
TABLE 4.3. BIAS 18-22.5 PROPORTIONS CONTACT AREA

(PERCENT) OF THE 12,000, 10,000, AND 8,000-POUND TABLE 4.4. BIAS 18-22.5 LOAD
WHEEL LOADS DISTRIBUTION (LB) ACROSS
THE TREAD WIDTH FOR THE
12,000-lb Load 10,000-lb Load 8 1000-lb Load 15,000-POUND LOAD
Pressure
Ranges Tnnation Pressure
(psi) 85 psi 100 psi 85 psi 100 psi 85 psi 100 psi Position Innation Pressure
0.73 0.71 3.45 9.02 6.35 7.01 Tread
<50 Width 85 psi 100 psi
50-100 54.68 53.08 61.69 46.90 54.26 48.65 Left 2339.3 2237.8
101-150 27.12 28.23 25.49 24.39 28.49 28.56 Left-Center 3249.1 3303.6
151-200 13.05 13.61 4.70 12.13 5.96 9.35 Center 3363.7 3569.5
201-250 3.28 3.37 2.28 4.36 2.83 3.66 Right-Center 3244.1 3370.4
251-300 1.14 1.00 1.23 2.20 1.43 1.90 Right 2803.3 2518.7
>300 0.00 0.00 1.16 1.00 0.68 0.87
maps forthe6,000 and 8,000-pound wheel load cases. These

data are tabulated in Table 4.6. Table 4.7 shows the load
distribution across the tread width, obtained from the Adage
system, when the tire was tested at the tire inflation pressures
and wheel loads given in Table 3.1.
Figures 4.11 and 4.12 show two-dimensional contact
pressure plots for the tire loaded to a 6,000-pound load when
inflated to 95 and 110 psi, respectively. Figures 4. 13 and
4.14 show two-dimensional contact pressure plots for the
tire loaded to an 8,000-pound load when inflated to 95 and
110 psi, respectively. Figures 4.15 through 4.18 show the
numerical contact pressure maps for the same parameters.
Figures 4.19 through 4.22 have been constructed using the
data from Table 4.6. These histograms show the effects of
changing from one load to another load, and from one Fig 4.1. Two-dimensional contact pressure plot for the
inflation pressure to another inflation pressure. bias Goodyear 18-22.5 LR-H tire inflated to 100 psi
and loaded to 15,000 pounds.
RADIAL MICHELIN 255/70R/22.5 LR-G
TIRE
The radial Michelin 255nOR{22.5 LR-G tire was ana-
lyzed following the procedure described in Chapter 3. This
tire was tested under its rated parameters and under a set of
parameters roughly 20 percent higher. This tire is rated for
a maximum load of 5,510 pounds and a maximum inflation
pressure of 115 psi. This tire was tested at6,000 and 8,000
pounds, at inflation pressures of 110 and 135 psi. Ink prints
were produced in each case.
The tire contact areas obtained from the Adage system
and the counting method, the print width and print length of
the contact areas, and the mean contact pressures are tabu-
lated in Tables 4.8. Note that, in general, the mean contact
pressures are higher than the tire inflation pressures. The
differences in the tire contact areas obtained from the Adage Fig 4.2. Two-dimensional contact pressure plot for the
system and the counting method are on the order of 5 bias Goodyear 18-22.5 LR-H tire inflated to 85 psi and
percent. loaded to 15,000 pounds.
12
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n
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.
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Fig 4.3. Numerical pressure map for the bias Goodyear 18-22.5 LR-H tire inflated to 100 psi and loaded to 15~000
pounds. The pressure print is 14.3 inches long and 12.4 inches wide.
13
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..
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,, u l:i n UO " Ul Uo UO 1U
.. .. " . n u
" '' 4l n 11 11
.,
,, ..
u
" " u~
"
. ..
ll :il U ll1U U UlOOtU U 11 n
lt
"
U IZ
" 11 '' n st
..
Fig 4.4. Numerical pressure map for the bias Goodyear 18-22.5 LR-H tire inflated to 85 psi and loaded to 15,000
14
60
Load & Inflation Pressure

~
~
Cll
~
<:
50

Ill
8000 lb & 85 psi
8000 lb & 100 psi
uCll 40
c0
(.) 30
0
c:
0
t: 20
0
a. Fig 4.5. Histogram for the bias Goodyear
0
ct 10 18-22.5 LR-H tire. Shown are the
proportions of contact area at the various
contact pressure ranges for a 8,000-pound
0 wheel load and inflation pressures of 85 and
<50 50-100 101-150 151-200 201-250 251-300 >300
100 psi.
Pressure Range (psi)
60
~ 50 Load & Inflation Pressure

~
Cll
~
<: 40

II
10000 lb & 85 psi
10000 lb & 100 psi
uCll
c0
(.) 30
0
c:
0 20
t:0
e
c.. 10 18-22.5 LR-H tire. Shown are the
0 wheel load and inflation pressures of 85 and
<50 50-100 101-150 151-200 201-250 251-300 >300
100 psi.
60
~
~
Cll
50

II
12000 lb & 85 psi
12000 lb & 100 psi
~
< 40
uCll
c0
(.) 30
0
c:
0 20
t:
0
e
c.. 10 18-22.5 LR-H tire. Shown are the
o~--....
<50 50-100 101-150 151-200 201-250 251-300 >300
wheel load and inflation pressures of 85 and
100 psi.
15
60
~
!L 50 15000 lb & 85 psi
ns 1111 15000 lb & 100 psi
~
< 40
t)
ns
'E
-
0
0 30
0
c:
0 20
t:
Fig 4.8. Histogram for the bias Goodyear 0
a.
18-22.5 LR-H tire. Shown are the ...
0
a. 10
wheel load and infiation pressures of 85 and <50 50-100 101-150 151-200 201-250 251-300 >300
100 psi.
60
~ 50

Ill
8000 lb & 100 psi
10000 lb & 100 psi
ns
!!! C 12000 lb & 100 psi
< 40 CJ 15000 lb & 100 psi
0
ns
'E
8 30
c:
0 20
;::
Fig 4.9. Histogram for the bias Goodyear 8.
18-22.5 LR-H tire. Shown are the
10
contact pressure ranges for an infiation

pressure of 100 psi and loads of 8,000, 0
50-100 101-150 151-200 201-250 251-300 >300
10,000, 12,000 and 15,000 pounds.
60
~
!L 50
ns
aooo lb & 85 psi
1111 10000 lb & 85 psi
1:1 12000 lb & 85 psi
~ 40
[J 15000 lb & 85 psi
t)
ns
'E
0
0 30
0
c:
0 20
;::
Fig 4.10. Histogram for the bias Goodyear 0
a.
18-22.5 LRH tire. Shown are the ...0
a. 10
contact pressure ranges for an infiation
pressure of 85 psi and loads of 8,000, 10,000, 0
<50 50-100 101-150 151-200 201250 251-300 >300
12,000 and 15,000 pounds.
16
The proportions of contact area covered

by the various pressure ranges are computed TABLE 4.5. RADIAL 275/SOR/24.5 TIRE TEST DIMENSIONS
from the numerical pressure maps for the Tire Contact Area
Inflation Wheel Print Print Mean
6,000 and 8,000-pound wheel load cases. Pressure Load Width Length Contact Adage Manual
These data are tabulated in Table 4.9. Table (psi) ~ (in.) .J.!!!:L ~ ~ (sq in.)
4JO shows the load distribution across the 95 6,000 7.28 10.16 113.87 54.60 52.69
tread width, obtained from the Adage system,
95 8,000 7.28 11.81 125.90 62.70 63.54
when the tire was tested at these experimental
110 6,000 7.28 10.16 123.18 51.20 48.71
parameters.
Figures 4.11 and 4.12 show two- 110 8,000 7.28 11.85 140.35 61.27 57.00
dimensional contact pressure plots for the tire
loaded to a 6,000-pound load when inflated to 95 and 110
psi, respectively. Figures 4.13 and 4.14 show two- TABLE 4.6. RADIAL MICHELIN 275/SOR/24.5
dimensional contact pressure plots for the tire loaded to an PROPORTIONS OF CONTACT AREA (PERCENT)
8,000-pound load when inflated to 95 and 110 psi, FOR THE 6,000 AND 8,000 POUNDS
respectively. Figures 4.15 through 4.18 show the numerical
contact pressure maps for the same parameters. Figures4.19 6,000-lb Load 8,000-lb Load
Pressure
Lhrough 4.22 have been constructed using the data from Ranges Inflation Pressure
Table 4.6. These histograms show the effects of changing <esil 95 psi 110 psi 95 psi 110 psi
from one load to another load and from one inflation <50 3.94 3.83 3.45 1.81
pressure to another inflation pressure. 50-100 44.14 37.85 37.93 33.90
101-150 28.47 32.42 27.13 31.22
RADIAL GOODYEAR 11R24.5 LRG TIRE
151-200 16.32 20.21 17.67 17.92
The radial Goodyear 11R24.5 LR-G was analyzed fol- 201-250 6.68 5.45 10.60 12.53
lowing the same procedure described in Chapter 3. This tire
251-300 0.45 0.18 3.04 2.60
was tested under its rated parameters and under a set of
parameters roughly 20 percent higher. This tire is rated for >300 0 0 0.18 0.02
a maximum load of 6,430 pounds and a maximum inflation
pressure of 105 psi. This tire was tested at 6,000 and 8,000
pounds, at inflation pressures of 95 and 110 psi. Ink prints TABLE 4.7. RADIAL MICHELIN 275/SOR/24.5
were produced in each case. LOAD DISTRIBUTION (LB) ACROSS THE TREAD
The tire contact areas obtained from the Adage system WIDTH FOR 6,000 AND 8,000 POUNDS
and the counting method; the print width and print length of
the contact areas; and the mean contact pressures are tabu- 61000-lb Load !zOOO-Ib Load
lated in Table 4.11. Note that, in general, the mean contact Position Innatlon Pressure
Tread
pressures are higher than the tire inflation pressures. The Width 95 psi 110 psi 95 psi 110 psi
differences in the tire contact areas obtained from the Adage Left 1241.4 1189.4 1748.8 1790.6
system and the counting method are on the order of 5
Left-Center 1081.2 1133.4 1285.3 1429.9
percent.
Center 1241.3 1361.5 1565.6 1639.2
The proportions of contact area covered by the various
pressure ranges are computed from the numerical pressure Right-Center 1084.1 1107.2 1497.5 1340.6
maps for the 6,000 and 8,000-pound wheel load cases. These Right 1352.0 1208.5 1902.8 1799.7
data are tabulated in Table 4.12. Table 4.13 shows the load
distribution across the tread width, obtained from the Adage
system, when the tire was tested at these experimental
parameters. 110 psi, respectively. Figures 4.39 through 4.42 show the
Figures 4.35 and 4.36 show two-dimensional contact numerical contact pressure maps for the same parameters.
pressure plots for the tire loaded to a 6,000-pound load when Figures 4.43 through 4.46 have been constructed using the
inflated to 95 and 110 psi, respectively. Figures 4.37 and data from Tables 4.6. These histograms show the effects of
4.38 show two-dimensional contact pressure plots for the changing from one load to another load, and from one
tire loaded to an 8,000-pound load when inflated to 95 and inflation pressure to another inflation pressure.
17
Fig 4.11. Two-dimensional contact pressure plot for

the radial Michelin 275/SOR/24.5 LR-G tire innated to
95 psi and loaded to 6,000 pounds.

the radial Michelin 275/SOR/24.5 LR-G tire innated to

the radial Michelin 275/SOR/24.5 LR-G tire inflated to

the radial Michelin 275/80R/24.S LR-G tire inflated to
18
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Fig 4.15. Numerical pressure map for the radial Michelin 275/SOR/24.5 tire inflated to 95 psi and loaded to 6,000
19
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116 \04 100 n \U . " "
)) 1\1 uo )11 11~
,,
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14 II \01 H H !n tO 102 t'J lot l:l U Ul ll '' ft &t ll fl 101 l t tit lOI
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nut
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n
u
11 11 ll o
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u
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St
''
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" "
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Fig 4.16. Numerical pressure map for the radial Michelin 275/SOR/24.5 tire innated to 110 psi and loaded to 6,000
20
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l\ ., u
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Fig 4.17. Numerical pressure map for the radial Michelin 275/SOR/24.5 tire inflated to 95 psi and loaded to 8,000
21
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"'
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U lU lU 1 ,
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n 10$ 101: 111 1U lUi U4: ll lU UO 114 1U llt 111 110 Z1 1U t'Y 141 lU ntoz lU Ut
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..
u .. ..,.
. .. ..
n 11 u 11 , .10..,
Fig 4.18. Numerical pressure map for the radial Michelin 275/80R/24.5 tire inflated to 110 psi and loaded to 8,000
22
50
::;: 6000 lb & 110 psi

!L. 40 Ill 6000 lb & 95 psi
as
2!
<
0 30
as
c0
-
(.)
0
c
0
20
-e0
Q. 10
e
c.
0
<50 50..100 101-150 151-200 201-250 251-300 >300
Fig 4.19. Histogram for the radial Michelin 275/SOR/24.5 tire. Shown are the proportions of contact area at the
various contact pressure ranges at a 6,000-pound wheel load and inflation pressures of 95 and 110 psi.
50
::;:
!L.
8000 lb & 110 psi
40 8000 lb & 95 psi
as
....
<I)
<
0 30
as
c0
(.)
0 20
c
0
-e0
Q.
10
e
Q..
<50 50-100 101-150 151-200 201-250 251-300 >300

Fig 4.20. Histogram for the radial Michelin 275/SOR/24.5 tire. Shown are the proportions of contact area at the
various contact pressure ranges for a 8,000-pound wheel load and inflation pressures of 95 and 110 psi.
23
50
Load & lnftation Pressure
;? 8000 lb & 110 psi
!!_..
40 Ill 8000 lb & 95 psi
cu
e
<(
ts
cu 30
c:0
-
(.)
0
c:
0
20
e0
c.. 10
e
0.
<50 50-100 101-150 151-200 201-250 251-300 >300

Fig 4.21. Histogram for the radial Michelin 275/80R/24.S tire. Shown are the proportions of contact area at the
various contact pressure ranges for an inflation pressure of 95 psi and wheel loads of 6,000 and 8,000 pounds.
50
;? 8000 lbs & 110 psi
!!_.. 40
cu II sooo lbs & 110 psi
~
~ 30
c:0
(.)
0 20
6
e
g_
e 1o
0.
0
<50 50-100 101-150 151-200 201-250 251-300 >300
Fig 4.22. Histogram for the radial Michelin 275/80R/24.S tire. Shown are the proportions of contact area at the
24
TABLE 4.8. RADIALMICHELLIN 2SS/70R/22.5 TIRE TEST

DIMENSIONS
Mean
Inflation Wheel Print Print Contact Tire Contact Area
Pressure Load Width Length Pressure Adage Manual
(psi) (in.) (psi) (sq ln.) (sq ln.)
J.!!!.L ...i!!!:L
110 6,000 7.91 8.27 119.78 48.40 50.09
110 8,000 7.91 9.69 132.00 57.35 60.61
135 6,000 7.91 7.56 132.60 43.73 45.25
135 8,000 7.91 8.74 140.87 54.16 56.79
TABLE 4.9. RADIAL MICHELLIN 2SS/70R/22.5

PROPORTIONS OF CONTACT AREA
(PERCENT) FOR 6,000 AND 8,000 POUNDS
6,000-lb Load 8,000-lb Load
Pressure
Inflation Pressure
Ranges
<esl) 110 psi 135 psi 110 psi 135 psi
<50 8.39 7.45 5.79 5.52
50-100 20.90 19.21 14.86 13.98
101-150 37.71 25.98 25.52 22.21
151-200 32.66 35.35 53.60 46.49
201-250 0.34 12.01 0.23 11.80
251-300 0.00 0.00 0.00 0.00
>300 0.00 0.00 0.00 0.00
TABLE 4.10. RADIAL MICHELLIN 2SS/70R/22.S

LOAD DISTRIBUTION (LB) ACROSS THE
TREAD WIDTH FOR 6,000 AND 8,000 POUNDS
6 1000-lb Load 81000-lb Load
Position Inflation Pressure
Tread
Width llOpsi 135 psi 110 psi 135 psi
Left 1236.1 1074.5 1897.9 1682.1
Left-Center 1176.5 1235.5 1435.5 1488.9
Center 1087.0 1173.7 1290.5 1420.0
Right-Center 1119.8 1329.0 1393.3 1445.6
Right 1380.7 1187.4 1982.7 1963.4
TABLE 4.11. RADIAL 11R24.5 TIRE TEST DIMENSIONS

Mean
Inflation Wheel Print Print Contact Tire Contact Area
Pressure Load Width Length Pressure Adage Manual
(psi) (psi) (sq ln.) (sq ln.)
J.!!!.L J!!!:L ...i!!!:L
95 6,000 7.48 9.65 95.36 66.39 62.92
95 8,000 7.48 11.14 107.86 70.72 74.17
110 6,000 7.48 9.21 103.23 61.05 58.12
110 8,000 7.48 10.63 111.50 73.69 71.75
25
."'

the radial Michelin 255/70RI22.S LR-G tire inflated to

the radial Michelin 255/70R/22.S LR-G tire inflated to
Fig 4.24. T wo-dimensional contact pressure plot for

the radial Michelin 255/70RI22.S LR-G tire inflated to
Fig 4.26. T wo-dimensional contact pressure plot for

the radial Michelin 255/70RI22.5 LR-G tire inflated to
26
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..
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Fig 4.29. Numerical pressure map for the radial Michelin 255/70RI22.5. tire innated to 110 psi and loaded to 8,000
pounds. The pressure print is 9.69 inches long and 7.91 inches wide
29
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II U\ \&l u.1n 111 HS HS l l l l U UO 110 1M \!'G ZU ll!' Ut lll U4 Ul Ul 201 l t t Ul 1JJ 111 Ul Zll ltl ICI! Ul
lU lt1 lM 1U 2:01 1H U 27 Ut lit 114 ltl JU 1.. H lJ ttl lU lit lU lOt US U
U lfl ttl 111 174 111 171 lU 114 lU It 174 \11 Ut l02 lH 175
'U' lU Uil Ua 110 lU 110 lU Ul 1U Ut aU lOS Ut 1H 111 lO tot lU 1U 144 \451 \U 1.21 141 Uti tU \U 1tl U2:
1U 1'2 19 HI 112 1U lU lU 1U 14CI 171 Ul 204 iU 197 19& lU Ull 1U 1U \1] Ul
Ul lH 1'11 1U 111 ttl 141 HI lt1 lOG lal lOI lOl lll lt1 PI lU ~4 .tU Uf 200 :tCl lff ltl
l l lU 202 llC 1H l t f tU
l.U UO :101 lOI Ut lll Ut l i t 214 :aU :aU 210 212 Ul 10-1 Ill 201 20] U9 191 U1
111 nt U4 tn tn 111 17J ua U4 tn tU Jot 10~ 206 ltl ltf U 111 llCI :Ill :Ill Zll lU
111 Ul lt4 17CI 1U 1 lJ 111 111 111 lU U lH lU JU U9 2U 111 n 1ec 1a 1u 111 ttl t9J 1s
tU U1 tH 2\0 211 Jo.t 12:6 lll JU IU :ttl Ill 214 lot
1U 1U US 111 17t 11:1 112 1 . . 1U U ttl lt'l 111 201 2U lCICI U U lt1 101 1J1 Ill 210 1!2 41 U ltl Ul t l f 1\t l l t 201 41 ua 1n ut Ul 111 tt4 tt4 uo
1U 10 111 11* UCI t 11 l 11 114 lP fl lll 174 IDCI t u :111 Jot Ul lfil .tot t\1 lll lOt lCICI Ut U:l Ul 20$ l1 1 lU JU 14CI l3 lU 114 lU lU 111 lt4 lU
1U ltil 111 tU 111111 \11 114 lH 1U lJ 111 lCil lU Uf US \1$ It ttl 1CIIl04 1H 1N Ul Jt lfl .ZU l12 10! 201 1U Ut 110 114 \13 1U 1U lU
UO lt1 ttl lU i 11 ill 1111 lfl 147 10 Ut ltl UO JU Ut 117 l4 ltO 201& ltl 11'1 iM Ul ll Ut 2t'l 110 Ul Hl 104
lU til l&t US 110 \31 1U 177 lM to 11!1 lt7 ltl ltt ltl 1 . . UO \11 .104 IOJ 101 l h 1U 1.11 Ul lot 101 111'1 Ut 1"0 \U n ltJ l"* us 111 ao
7\ 11) Uf 111 U7 Ut 111 111 1tl Ul ff Ul lOl 2U lit 191 ~U fS 41 lfJ lOl lU llf ltO t 76 26 llt 1!tl U! U1 lit 111
60 1U 16.1 lll lU 10 140 112 U:f, 111 lU 1M lt11 201 ttl til lll 1'-l U3 t'Ui 1M lU lfl \14 111 Hl :Ul 114 Ht 112 \40 Ul lU 10 1 'U lt1 t1l
11::1 l'U 1U Ul 1"11 1&9 tn ll!t iff Uf l ! 111 UJ Ill lH Ul 112
lCICI l'U lfl l'U U& Ul Ul 113 1H 1H U 1lt ltl \U 1M \ll lU i t 110 111 \II lit 110 U4 n u 1M 192 192 u1 la& U lU l f f lU 117 111 l"'ti lU
lot UCI 141 tU Ul lll Ui 1U \12 Ul 1 ll i 11 1 H \U \11 lU .1l Ul l l t i'1f \U lU U1 lt 111 lU lU Ut 101 lU UO UO PI \U 141 112 lll lU
U 141 139141 1114: 1U Ul 1&1 11l 1\1 U4 144 Ul 11a lH 111 UCI \It l'U 111 1U 171 102 24 U4 141 114 llo to 1U UJ lf't HI Ul lUlU lti4 1t9
U U't Ul \II 141 U1 141 1U Ul tot lO lU lft 141 U9 UO l l l U Ut Uf lU u lSI 111 17 1ft lfl 1451 \U 113 ~ lll Uo iU tU Ul lU Ul
II 111 127 ll& 146 111 1U Ul 1U Uf 143 HI 1U ll1 U"'' lf.# U 11 U9 U1 1!1 Ut tM l l l lot Ul Ut iU U4 1 . . 11.1 11 141 Ut 111 1U U:J lfl lH
ll llO l l t Ul ll* lU Ut Ua 1U: H lU 111 US t.lf lU Uo 1U U1 11:4 Ul UO Uo It U 141 Ul Ul lU 141 1!1 ll 104 U) 141$ 140 141 lU lU
4t 134 lll 144 Ut llt lU 134 134 llf l:J 1U lll. U1 131 U'f 101 61 Ua U:l 1ft ltl 1U lOS lCil lU 110 141 lf't UZ tl I f UO \61 tJ.& 1U 144 lll
h 121 1U Uf 141 Ut UO I t 1U Ul 4f u:t 14& 10 tt 1n tu Ut Ut 13, U'l 110 M U U Hl 1U lU Ul 14 Ul ll lJ Ut 15) Ua UG HZ 143 134
ft lU 101 111 \U U'l UO 121 1U lU UO 131 133 113 U& u 111 121 HI tu u 7 n n uz 1U td 1)1 uo n U Ul 121 141 lU 141 117 Ut
)I Ul to fl 1U lU 121 124 1U 44 \U lU 117 l\G 11 lU Ul Ul U 7 U4
n u n no u
. " " :.1 tJ
11 lU
" l"l II ttUt II 40 Uo 111 111 H U11U lU 101
11 . . 101 103 60 HI 100 101
4t u .,
" lfUNtlnu
Fig 4.30. Numerical pressure map for the radial Michelin 255/70RJ22.5 tire inflated to 135 psi and loaded to 8,000
30
50
~
6000.Ib & 11 0 psi
IU
40 II 6000 lb & 135 psi
~
~ 30
'E
0
0
0 20
c:
.2
t:
&.
e 1o
Q.
0
<50 50-100 101-150 151-200 201-250 251-300 >300
Fig 4.31. Histogram for the radial Michelin 255/70RI22.S tire. Shown are the proportions of contact area at the
various contact pressure ranges at a 6,000-pound wheel load and innation pressures of 110 and 135 psi.
50
;i' 8000 lb & 110 psi
~ 40
IU 8000 lb &.135 psi
1!
<
i'E 30
0
0
0 20
c:
0
-e0
0..
e
Q.
10
0
<50 50-100 101-150 151-200 201-250 251-300 >300
. Fig 4.32. Histogram for the radial Michelin 255/70R/22.S tire. Shown are the proportions of contact area at the
various contact pressure ranges for a 8,000-pound wheel load and innation pressures of 110 and 135 psi.
31
50
Load & lnHation Pressure
-:.e
!!.... 40 6000 lb & 110 psi
II 8000 lb & 110 psi
Rl
....
Q)
<(
-
0
0
0
Rl
c:
30
0 20
c:
0
t:
0
0. 10
....
0
a.
0
<50 50-100 101-150 151-200 201-250 251-300 >300
Fig 4.33. Histogram for the radial Michelin 255/70R/22.5 tire. Shown are tbe proportions of contact area at the
various contact pressure ranges for an inflation pressure of 110 psi and wbeelloads of 6,000 and 8,000 pounds.
50
~
!!....
Rl 40 Load & Inflation Pressure
!
<(
0
Rl 30
6000 lb & 135 psi
II 8000 lb & 135 psi
"E
0
0
0 20
c:
0
t:
0
0.
.... 10
0
a.
<50 50-100 101-150 151-200 201-250 251-300 >300

Fig 4.34. Histogram for the radial Michelin 2SS/70RI22.5 tire. Shown are the proportions of contact area at the
various contact pressure ranges for an inflation pressure of 135 psi and wheel loads of 6,000 and 8,000 poundS-
32
TABLE 4.12. RADIAL GOODYEAR UR24.5

PROPORTIONS OF CONTACT AREA
(PERCENT) FOR THE 6,000 AND 8,000
LOADS
6,000-lb Load 8,000-lb Load

Pressure
Inflation Pressure
Ranges
(~si) 95 psi 110 psi 95 psi 110 psi
<50 14.11 9.13 10.94 6.58
50-100 36.79 43.80 28.12 40.82
101-150 42.67 33.80 35.51 31.38
151-200 6.43 12.77 23.87 16.88
201-250 0.00 0.50 1.56 4.08 Fig 4.36. Two-dimensional contact pressure plot for
251-300 0.00 0.00 0.00 0.26 the radial Goodyear 11R24.5 LR-G tire inflated to 110
psi and loaded to 6,000 pounds.
>300 0.00 0.00 0.00 0.00
TABLE 4.13. RADIAL GOODYEAR 11R24.5

LOAD DISTRIBUTION (LB) ACROSS THE
TREADWIDTH FOR 6,000 AND 8,000 POUNDS
61000-lb Load 81000-lb Load

Position Inflation Pressure
Tread
Width 95 psi 110 psi 95psi 110 psi
Left 1115.3 1252.5 1662.8 1916.6
Left-Center 1130.5 1037.9 1408.2 1270.6
Center 1542.7 1498.4 1857.3 1746.2
Right-Center 1090.1 962.2 1350.6 1192.4
Right 1121.4 1249.0 1721.1 1874.2 Fig 4.37. Two-dimensional contact pressure plot for
the radial Goodyear UR24.5 LR-G tire inflated to 95
psi and loaded to 8,000 pounds.
Fig 4.35. Two-dimensional contact pressure plot for Fig 4.38. Two-dimensional contact pressure plot for
the radial Goodyear 11R24.5 LR-G tire inflated to 95 the radial Goodyear UR24.5 LR-G tire inflated to 110
psi and loaded to 6,000 pounds. psi and loaded to 8,000 pounds.
33
.
4S4ilSJ2lll
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u u u u st u u
40
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.
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n
11
to
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u Jet
"
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12' " .. " 41 tG
n
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u 102 "' " u H n 1 " ,, tl 115 ~ H lOS Uil U tt 10 10
"
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UlU lU US '' 11110 lU tl 101 101 100 laO lOJ lU U lJO 124 Ul Ul US U4 116 lU U: It It 14 10 7t tt 17 100 100 ,, " u
u tt 10 U: l4 lU US U 1U UO t:U Ut Ul lli UJ US H ss 124 104 fl 12 ll ... tl 21
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. , lOti " , , 105 110 107 t2 " 72
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U 1U lSl lll llt US lU C:llM fll001QS Hl0110l flU N 21 to Ul t:U lU US UO US 142 lU 101 llt lOl tt u 7t t2 n nus to
,, 101 tS 104: lU 101 105 lOl 112 M 11 111 111 '~~' lll 11
tt Ul 10 Ul lJ lU lU M tt 100 lU 1\U 10' l l ' lll 61 t t 111 Ul 141 Ul UO tU lU
lot Ut Ut no tot 11 120 101 U 54 105 10' 101 101 Hll llt 105 U t4 101 lll Ill itl lSZ Ul lfl 55 u tu uo n 1
100 104 lot 111 Ul 150 SO "1Q) 101 l07 14 11 10 7) 72 28 IU lU US" ll
111 lU HO lU Ut l) UO lU S2 <t1 ts 102 101 US llO U4 21 lH lU LSI Ul 1U aJ Ut lU 1'1 llifUtllS lU HIS 101 I) I) l) U a '4 u~ Uti 1U U
111 Hl 141 lU tt Ul l i t 101 f) tn lU 121 US llO lH ll 17 1') lS7 US llt 1ft 170 11) Ul lU lH lU lU 10' tS 17 U IS 11S 12't 121 " 11
U lU 111 t4 U lU lU SO ,11122 UJ lllU ll
lOl ll4 UlllllH l:ti lU 44 ll II I) 101 124 l)f 12t Ut 101 112 U 1J 160 1U Ul UO Ut 141 10 Ul Ul uz u t u 4 tz n '' 112 lh lUi "111 ll
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H 10, tl U lOt UO Ul <11 t4 Ut 1112 101 Ul 121 Ul 114 111 U' lot U2 Ut 1U Ul Ut Ut U1 UO 141 U2 lll lli 101 l' ll t t Ut lU l1 HI 11
100 Ut 14S 12:4 " U:t 14$ 10i 101 tf 101 US lU U7 U7 141 U :J7 U4 140 1U lU 141 US 1SS tU :U u 1n uz uo 120 111 n u ll ll1 UT tl I t ll
il 110 104 122 Ul lll lU lll t2 uo 10: 14S tU 1'2 lU ltO US 2S UJ UJ lll lll ta 102 11 ')I lOl lJt UO 0 I
10' Ul UO lU lU .. 114 Ul 10 U l2t \IU lU Ut 111 lU- 10 ll 121 lU 10 U) lU US l'U Ut S2 14 lU 120 lU UO 111 102 10' U 11 n l1 140 ltl lU D
101 u uo ut t.n s " 101 rs 11110:1 lP Ul 141141 ll u 111 us 111 141 at a!l t u ua st " lU 11' tU 121 114 liP 7t 14 11 24. ill lll U'1 D
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u t4 n u 101 tn Ul u to t7 111 Ul UO Ul 111 litl tt lSO 1U Ul 141 tH Ul lU lU llO lU 127 114 1114 10! '' 40 tO lU Ut " U' ll
tl' lU llt Ul lU lU lll " ., " " 107 111 101 101 101 u lS 10 UO Ul 1St lSl t41 Ut tU ?S az ut 1~s Ul 10' lot l02 Sl if 'l U 121 12
11 Uf 111 ts H lU Ul lt H tsl lH H4 Ul iU 1St lS) Ut u2 uz 1n no '" " n' Jo ' ' 111 us 's 1u u
lS Ul ll' tal U Ul lU U 1ll l<lt lU lS? Ul lU HI lSI 14 S4 1'-1 Ul l21 Ut lliJ " lOS lf JS 107 11? ll tt u
tG I.S4 Ul Uo tl tl Ul lU U "' " " lS U 102 104 ll) 40 111 llt l l ' Ul lOJ 104
u us uc ut u' "tu 112 n 2l U 10'1 lll lOl I.Ol 126 104 ut u2 n ut us tn u 1 1t1 n S.t Ul 122 1)0 114 117 \04 II 7t 7] U 47 121 116 llt lO
7S tso 12$ Ul 111 11 1S Tt St 101 114 111 lot 101 12i 1t lo lOl 110 lU US 1SS 1S7 1U Ul )4 74 111 107 110 1U llS llt 111 us u
11 iSS lU 101 102 U lU 102 U 41 106 tt lOJ 107104 117 Ut 2t lOS tf 111 Ill lOS
7J lll 122 .. 1
12 l'i Ul tU 14 101 110 tl t4 tol " '' tt " 1oo u) n 4l U' 1U 1)) Ut lU 1U U4 UO U u uo 110 ta 101 tz 11 12 n UO UIJ 111 ~ l2
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s' uc t:U ac nt u1 us l1 104 104 tl 10' lot 112 1.11 110 lOl UJ S1 . , 144 117 JO tt 140 US lU U2 u us " n 14 '' n U U 11 10101 Iii
Sl 142 Ul 101 lU lU US U It 100 94 lOT 111 Ill 110 U '1 lOS 42 W 14f 1H Ul 141 Ut U' Ut 1U .. lOl tl 40 110 10
40 lll 101 101 fallU IU tt J1 t2 t l US U4 lot lOt 122 14!1 1215 127 1U 114 t:U lU 10 u uo to' " n 4) 101 ~'1 " J) l.O
41 u:r 100 K U If 101 lU U 11 111' lU Uf 111 104 N 101 4i f7 Ul Ut U) l ) t lU 1U 1Jt lll U lOS t7 H II 14 U H 77 a. tt n n 10
U lU U tl lU f'1 U:O Ut ~ U lll 120' lZJ 111 lOl 111 lOt uo U1 111 ltt tal ttl lSI Ut 1t u lOl u n n n u u u u 10 54 It ,, 1
ll 101 11 11 1U ll 'l 10 U tt 11a uo 114 u' tH 111 14 u 101 tot lot tU t:u tu uz no u " ~ 11 '' to n ~ st ss ~ ~ ll " .. ll
17 101 i-4 ?:J tl 0 lU lot 41: 41 UJ lOS 1 101 10' 105 104 U H It llt 111 Ut US l:U t7 u t1 ll ,. '
t41SU1fllUUU H n n 14 '' tl to St IS If tS US tt lOt Ul 101 1S ~ 11 U Sl SS S7 J4 11 lt 14 u

lt 71 ~ 10 U U Sl ~ 41 1:) " tl. 10) " u " 101 so u IS 11 n u s1 ,, 22 Sl"714661)
SJ 47 S4 51 ~ 4'1 41 41 J' 7) '?5. S7
2SUH40S01t 40 40 ll 41 4) U ll ll 2) lfS0414ZUU40U
21 SG U Jl 2f l7 Sl
"
Fig 4.39. Numerical pressure map for the radial Goodyear 11R24.S tire inflated to 95 psi and loaded to 6,000
34
"
10 II !iO 61 . "
)J J1 ll )6
" 74 "107
..
u u
11 ~3 47 ~]
J)
91106 64
" 84
" a
n 100 70101111 H U U 7t 102 H H 19104
.. 1J u
" tl "
~
l l l l t 11:14 lll l l l l l lU 101 tl " 114 120 101 10!1. 110 " 11 ]~ ~0
" u
U 101 100 1J t) Ut Ul 27 62 6J " 10 n " 10 n 74 21 57 124 101 116 117 1ll t l 111 104 tllU 71 70 64 11 tO 1J lll 114
112 US 141 IU lll Ul H 54 t2 1J tl " 12 I]

., 121 1U 122 l:U 116 104 lGl Ut 55 n no 17 H 65 12 M l4 4Z 1J 100 62 lU 111 121
Ut lll Ul US llt lll H II Ul t2 10 12 M n u 11 " 111 lH l:U Ul 124 101 116 UO n' 65 1u to 10 11 14 u u 4) t4 tl " 12t us lll
U 111 LOt tO 121 144 1J2 tl 112 tt tS tt M tl tl lll 41 61 tl 106 ll4 ll1 U2 lll lll 122 lot t1 11 u 11 n 7J ,. 101 102 17 uo ll4
IU 110 US UJ 1t lJO 112 16 Zl 124 lOt 101 lOt lU lOJ lll 120 11 11 102 140 141 141 142 Ul SO u 10 n 11 n 14 " 11 11 46 11 121 121 11 121 144
Ul lll 14t lU 117 tt lll US 11 10 117 117 107 111 122 Ut 41 U tS tS 111 lJJ UZ U5 167 141 to 17 II 7t 74 IJ U 12 10 47 llllU 120 U4 ll2
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,"
24 IJ 70 12 71 11 " 17 IS tl1U 12l 147 Ut
..
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lU 201 llt 141 tl 140 lU t7 12 t4 112 120 114 lU lll t l lU 146 lUlU 171 1U lU U7 llt120 101 t2 101 Ut 142 14 1!10 1~t
" us 72 1J lOt 120 UO llt 120 ll!l tu 112 ua Ul 174 lH ua 15t sa I t Ut lU 11 7!1 .. 15
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"
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Ul 174 lU 141 11 111 lll tl tZ ,. tl tl . . lll tZ llt 141 lll 144 1!16 Ul 1!16 lit 11 !10 141 1]2 t!l114 1]!1
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t!l 100 11 !llllllJI Ul 17 lOJ 11!1 10] It 101 J1 ll6 122 lJC ll4 12!1 11!1 122 116 100 142 lOt 14 11 !IJ 10 72 t21471U
111 114 l!lt Ill !It 12' lJJ 7!1 12 71 u tZ 111 101 120 102 102 120 117 12!1 lJO 1ZI lll 144 !It 21 uz 111 1o4 17 10 n 11 lJ Jt !1!1 lll 1Jo 12 llt 16o
IU lU Ut lU 12114llt t71Cl llllH J!l 4!1 111 1U lU l l l 146 l~t lU 141 t4 10] tl tl 14 7!1 ~t n 12 11 Ul 1JO lll lU Ul
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11 "
U2 U4 120 111 U 100 Ul llt 1Z 1Z 11 tl lOt H tt 100 104 101 127 llt lll 147 lU 1U 63 41112 MlOO M 10 10 71 10 17 u uo u t 100 u t1
lU Ul 121 laJ llt U 111 111 !10 Z6 t1 70 U tl H lU 41 J1 102 101 121 127 144 141 144 141 It 71 It n II 75 IZ 74 72 10 !14 lOZ US 114 125 121
111 Ul lU tJ 112 U: 104 M UlOI " " 111 40 Jt tl IS 104 lU llt 1U 141 111 " " 12 17 "' 11 75 t!l llZ 114 121 124
111 U2 101 110 11 tl t7 12 71 It 11 IJ 74 lt " " 12 It 104 lU 1U Ul Ul Ul 4S ll ll 61 12 U 72 lO St St 51 121 121 tl " ..
II lU 121 lU :n 111 II 4J 21 u n " 7!1 u 11 71 2J !11 106 101 110 111 112 110 101 121 llltll141J7411H t2 10] 106 u 106 "
J110!1 7S !IS 14 7] 10 U 51 11!1 102 107 117 10!1 tl t2 127 !14 . , 101 .. 7] 12 12 ,, tt
!II 140 lU
14 lU II
"
IJ
lU
II
tt
1J It 2J 'I !I] 52 12 ~ II !It 47 44

"
21 IJ " t2 104 104 .. 11 It u 24 107 to 74 II 1J M JO
Jl to 104
41 11
"
n n
n
12
11
20 " 41 JO 40 U t7 J4 l2 50 50 57 51 !I] u M n 71 I] 14 11 12 II M U U 51 51 71 U 64 !II !It 17 !It
57 ., .. ., !14 72 22
4G 101 S1 " u
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21
])
41 44 Jl Jl
Jl Jt 46 !II 40 Jl J1 Jt Jl Jt ]!I 50
22 52 ss n
"
10 10 J1
"
]7
Fig 4.40. Numerical pressure map for the radial Goodyear 11R24.5 tire inflated to 110 psi and loaded to 6,000
35
,
..
u
"
1\
"
" ., ,, "
u a
..
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n tu Ut ua 111
tl . . 101
1n 114 t1 lU Ul 144 1\1 lU tU lU

u u n " PJ u; 1n
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1 u uo u uJ u uJ 111 uo 1u n1 111 th 111 tt u :tt 11$ 161 ~41 1U l\1 llO UJ llf 4l Ul ltl 103 Ul 1115
110 l U l U U1 ltl 2s to 1.11 121 111 u:r 149 40 Ul Ul UO 140 ltl lU lU 1Jl \11 ltl 11 Ul 111 l:Jt Ul l . . tU 110 112 tU lU
HI toO Ul \41 UO U: lU lU 11\ 110 lU lU 114 lll 10":1 11 90" tl 11 >tl \11 l l ' til lU
101 101 101 101 100 WI lll lU 101 Ul 139 lSI 1 'U 114 141 1H 10 :t 114 tu tu ,. " u n
..
1111 lUi U \U 116 U4 lO.l 12'
lU M 14 lOt lU lU 11 Ul lOt n UO tU WI lU lU fl :J2 lU 144 lU U.l lfi41i lll 1S'I Ul llJ U4 111 11f 10!11 tJ tH 1'4 UO" 101 102 \U
UJ Itt ltl tll lU lU 11' U lU lU 101 Ul UO us ll:J lU 111 1:U 101 164 1:11 M Ul iU 1U u U 44 l d 111 1ll lU tal lU 11140" lH- 92 11501601'1
'" HI 1J't 111 lU lU U9 14Z lU lU 111 Ul lU UJ 141 41 ll Ul 11 f lot f'f It lU U '"lUlU 01 lU US 11!11
U4 Ill l i t 111 tt UJ lU lU n " Ul Ut Ul US 111 U1 M II n uo ao 111 141 u:a uc ld ta Ht Ut lU 101 U U 12 1U 114 u 141 . , 111 a
..
tu zn tM at tn 101 Hit ut n I t lH ll4 142 Ut 111 l:U 104 ll HI 110 144 Ul 111 112 160 lU 4l N lU H n N 'ffi 11 n H '1'4 ... 141 141 tl .. tt
tu ut tn n n .,, .;.; ,,
..
lt't 111 12 Ul U4 U:l 1U U., 11' lQ lOt za 11 u 121 1U US 160 lU
104 ttl 141 Ut Ut U4 1.. Ul ll 91 U4 U1 111 l t t lU Ul tJ 41 llJ 114. 111 U4 Uf lSI Ul lU U II 64 ,, U 4) 14 2' ZJ U.O lU lJI lU 111 '
..
" toa uc l"'t n uo 101 tt u uo 114 no 1u ut 101 101 1n 11 100 Ul 121' lU 141 140 141 Ul lJ n tt 11 tl Ut 1la 'fl Ul lU
.
tO lU Ut Ul 144 lU HO ll 1U 1U lU l1t 111 112 lCI Ul 111 1U UZ 141 U:J 1U U4 00 llt UO 11 111 Ut lU
..
\16 n lot lU lU lll 100 lU lU 114
..
J4 U tt1U " 111 lll ttl
ll U 12 tO "'I Ut l:U 41
li~
u
., u
., ,,101 04 II 111 U
" .. U lU 101 104
'' n .., "
:n o
Fig 4.41. Numerical pressure map for the radial Goodyear 11R24.5 tire innated to 95 psi and loaded to 8,000
36
"
l1 llt 29 llt 111 lU 121 Ul 112 lU 124
<11 lOJ lOl 104 111 lU Ul U 12110610.1111 l l t 121 UllJoll
141 114 tu U4 111 101 ua uo 1'J 11
14 121 111 Ul 126 121 Ul Ill lOl 111 141 144 u 144
lU 141 Ul lU 162 164 146 1J2 lU 119 121 121 lU 101 110
191209 Ul 114172 l"l'l tl 16 tl U 112 1 H 169
ll 111 lll l21 lU llf lU 121 llt
40 Ill 111 lll 112 lot 101 144 Ul to 101121 U2 Ut lll U4 lU
224 2l2 Ul 194 14t 111142 Ul II lU 111'109 121114 l i t 42
Ul 214 194 112 lll llO Ul 141 41 l i t Ul 110 Ul
241 Ut 2U 110 lll ll'O 161 U 102 91 lOl 124 U'l' lU ll6 llt uo 141 141 144 l i t 112 114 11'2 101 141 1'71 llt 102 lOl
" 111 111 121 129 121 116 129 lll Zl 160 111 14Z lU 190 Ut
2J1 2U ZOI lJJ Ut 164 111 U 111111101 lU ZOl
UZ ZU 194 lU 14 149 ltO UO 141 tn 161 nut
t1
Ul 209 111 lU lOt 11 t1 9JlU 101 144 lZJ lU Ul lll lU ltl lU Ul 91
"
Zl 144 1J4 114 14t 166 lU Ul 1 l t 41 11 109
92100101 14 Ut Ul lU 141 201
lll ll2 Ul lll ll2 lZl lU lll U Ul 110

" Z1 9] , .. " l!U 114 111
201 110 111 11 149 uo lll lOZ 121 120 UO 14] Ul 124 lU 101
lllOO 100 109Bt 141 11 ,, 49 Ul 114 UO llO liD
U6 206114 lU 91 10] 140 11 1U 111111114190
an au 1u lt4 u u1 u1 10 lU 1Z1 14Z 141 164 119 111 UZ
U6 ao1 111 I I 1U 1H 106 20 lll lJI 14J 162 lU Ul Ul 1U U 1U 101 " 19 114 169 119 U6 169
19J 166 UJ 1U 1U 146 J9 U91U U9 ll111J 1U
U1 Ua 1" 146 1U Ul U U 101 111 Ul lU JO 146 141 Ul lU 146 1H 1U 1U n u 140 11'1'.10a 41 16 U 19 164 U1 Ui
n U 1U 141 104 lJJ U1 Ut

11J 111 91 11 1U 1U 112
" J
..
U1 111 112 UJ 101 Ul U1 J1 l11 114 126 lU U1 14J 1J6 U9 1U 14e 146 II 111 111
U1 190 lU UO U 1U U6 112 Ul0l10J
Ul 191 lU Ul Jl n
240 no 112 1U 1U 1U 101 14 U UJ 149 llZ U 11
., ..
ue
124 106 , . 10, UT
" 1U 122 121 9J Ul 1U
au 4J Uo 116 UJ UZ 111 100 101 111

111 Ul U4 UJ 1U
" n " "
"
" u
.
..
94 UJ 119 lU 21
.. . "
.
114 lU 106 UJ
61 6a " UlU .,
,. "
aJ iJ 16
Fig 4.42. Numerical pressure map for the radial Goodyear 11R24.5 tire inflated to 110 psi and loaded to 8,000
37
50
;? Load & Inflation Pressure

~ 40
Ill II 6000 lb & 110 psi
! rl 6000 lb & 95 psi
<(
~ 30
'E
0
(.)
0 20
c:
0
;::
e&. 1o
a.
0
<50 50-100 101-150 151-200 201-250 251-300 >300
Fig 4.43. Histogram ror the radial Goodyear 11R24.5 tire. Shown are the proportions or contact area at the
various contact pressure ranges at a 6,000-pound wheel load and innation pressures or 95 and 110 psi.
50
;? 8000 lb & 110 psi
~ 40
Ill II 8000 lb.& 95 psi
~
~ 30
'E
0
(.)
0 20
c:
0
;::
8.
e 10
a.
0
<50 50-100 101-150 151200 201250 251300 >300
Fig 4.44. Histogram ror the radial Goodyear 11R24.5 tire. Shown are the proportions or contact area at the
various contact pressure ranges ror a 8,000pound wheel load and innation pressures or 95 and 110 psi.
38
50
;e Load & Inflation Pressure

~
ra
....
Q)
<(
40
8000 lb & 95 psi
II 6000 lb & 95 psi
ura
c:0 30
(.)
0
c: 20
-e00
a.
....
0
10
0.
<50 50-100 101-150 151-200 201-250 251-300 >300

Fig 4.45. Histogram for the radial Goodyear 11R24.S tire. Shown are the proportions of contact area at the
50
;e
~
ra
40 8000 lb & 110 psi
6000 lb & 110 psi
<(
....
Q)
ura 30
c:0
(.)
0 20
c:
0
-e0
a. 10
....
0
0.
<50 50-100 101-150 151-200 201-250 251-300 >300

Fig 4.46. Histogram for the radial Goodyear 11R24.S tire. Shown are the proportions of contact area at the
CHAPTER 5. DISCUSSION AND ANALYSIS OF RESULTS
Based on the experimemal results presented in Chapter area is the .independent variable. The model is presented in
4, several observations can be made. The tire contact areas Fig 5.1.
and contact pressure distributions are analyzed and dis- The proposed model is
cussed in this chapter. The measurements of the tire stiffness
TCA = 0.28905 + 1.0627 (RA) - 0.00202 (RA?
and side tire movements, presented in Appendix B, are also
discussed. where
TCA = the tire contact area in square inches, and
TIRE CONTACT AREA RA === the relative area in square inches.
In pavement design procedures, the tire contact area is
assumed to be the ratio of the wheel load over the tire The statistical model was developed to predict the tire
contact area in square inches, based on the ratio (also in
inflation pressure. Tire contact area measurements from the
testing were presented in Chapter 4, and those results are square inches) of the wheel load over the tire inflation
pressure. Even though the model did not consider factors
discussed and analyzed here.
such as tire wear, tire brand, and tire type, it has a very high
Discussion of Results correlation factor of 94 percent, using a 95 percent confi-
The tire contact areas obtained from the Adage system dence interval. Figure 5.1 compares this model with the
and the counting method, the print width and print length of theoretical assumption that the relative area equals the tire
contact area (the line having 45 slope).
the contact areas, and the mean contact pressures are tabu-
lated in Tables 4.1, 4.5, 4.8, and 4.11, for various combina- Figure 5.1 brings to light several interesting facts. The
tions of inflation pressures and wheel loads. These experi- theoretical assumption holds for relative areas below 50
mental measurements of the tire contact areas reinforce square inches. As the wheel load increases, the accuracy of
Hansen's conclusion that, at a constant tire inflation pres- the theoretical assumption decreases. As the inflation pres-
sure, an increase in wheel load is accompanied by an sure increases, the accuracy of the theoretical assumption
increase in the tire contact area, and, in the same way, that at increases.
a constant wheel load, an increase in tire inflation pressure This model can be used to arrive at a quick estimate of
is accompanied by a decrease in the tire contact area. the actual contact area, based on easily obtainable parame-
The same trend can be observed from the tire print ters such as wheel load and tire inflation pressure. However,
dimensions. As the wheel load increases, the print width and more testing and analysis needs to be done to obtain a more
the print length increase until the print width equals the tire representative model, since this study was limited to only 20
width. Then, only the print length increases. In general, this observations.
behavior was expected due to the shape and the extraordi-
nary elastic properties of tires. 200
The shape of the tire contact area was also observed. As
stated by Hansen (Refl), theshapeofthe tirecontactareafor
bias tires tends to become more oval, while for the radial tires --.
the shape is consistently rectangular. This clear distinction
.s 150
in the shape of the tire contact areas must be noted, since

.[
lU
pavements are designed assuming that this shape is circular.
Modifications in these assumptions are imperative, since, as ~ti 100
stated in Chapter 2, radial tires are becoming increasingly E
lU
predominant in the market. In order to address this situation 0
the tire contact area values were subjected to further analy~

(.)
sis.
~ 50
y = 0.28905 + 1.0627x- 0.20224x2
Analysis of Results R2 -0.938
A statistical model was constructed to relate the actual 50 100 150 200
tire contact areas with the ratio of the wheel load over the tire
inflation pressure. Here, this ratio is called the "Relative Relative Area (sq in.)
Area." To construct this statistical model it was decided to
Fig 5.1. Tire contact area vs relative area. Shown is
use the average of the tire contact areas obtained from the
the predicting curve of the tire contact area based on
Adage system and the counting method. In this model, the the ratio of wheel load over inftation pressure
tire contact area is the dependent variable and the relative (relative area).
39
40
TIRE CONTACT PRESSURE PROPORTIONS OF CONTACT AREA

DISTRIBUTIONS
Tire contact pressure distributions are at present not Discussion
being considered in pavement design procedures. It is as- Tables4.2,4.3, 4.6,4.9, and4.12 show the proportions
sumed that any load transmitted from the tire to the pave- ofcontact area covered by the various pressure ranges for the
ment is uniformly distributed and equal to the tire inflation different experimental parameters selected in this report.
pressure. This obviously is a fallacy, since Tables 4.1, 4.5, Data from these tables were used to construction the histo-
4.8, and 4.11 show that, in general, the mean contact pres- grams in Figs 4.5 through 4.10 for the bias Goodyear 18-22.5
sures are higher than the actual tire inflation pressures. tire, Figs 4.19 through 4.22 for the radial Michelin 275/80R/
Experimentally it has been proved that high contact pres- 24.5 tire, Figs 4.31 through 4.34 for the radial Michelin 255/
sures are produced at the tire-pavement interface. 70R/22.5 tire, and Figs 4.43 through 4.46 for the radial
Figures4.1,4.2, 4.11, 4.12, 4.13,4.14,4.23, 4.24, 4.25, Goodyear 11R24.5 tire. In general, a trend was observed. For
4.26, 4.35, 4.36, 4.37, and 4.38 present two-dimensional a given wheel load, as the inflation pressure decreases, the
color pressure plots for the different tires tested in this report. proportions of contact area at lower contact pressure ranges
These color pressure plots represent the contact pressure increase, and, as the inflation pressure increases, the propor-
distributions produced at the tire-pavement interface. The tions of contact area at higher contact pressure ranges
same information is presented in Figs 4.3, 4.4, 4.15, 4.16, increase. Similarly, for a given inflation pressure, as the
4.17, 4.18, 4.27,4.28, 4.29, and 4.30 as numerical pressure wheel load decreases, the proportion of contact area at lower
maps. contact pressure ranges increases, and, as the wheel load
For the tires tested, it can be seen that the higher contact increases, the proportion of contact area at higher contact
pressure values are located generally at the edges of the pressure ranges increases.
treads located at the center and edges of the middle portion Due to changes in the wheel load and in the tire inflation
of the tire print. pressure, tire contact pressures will be distributed differently
For the bias Goodyear 18-22.5 tire, Figs 4.1 and 4.2 over the contact area. Tire contact pressure distributions,
show the tire contact pressure distributions when the tire is evaluated for various contact pressure ranges, show several
loaded to 15,000 pounds and inflated to 100 and 85 psi cases in which the critical ones will be those where higher
respectively. The proportion of the contact area at higher proportions of contact area are at higher contact pressure
pressure ranges increases with inflation pressure. Figures ranges.
4.1 and 4.2 do not record the peak contact pressure values,
since they exceeded the capacity of the Fuji Super Low film Analysis
range with which they were obtained. The proportions of Based on this trend a model for estimating an equivalent
contactareaateach pressurerangeareobtained from the Fuji contact pressure number capable of measuring the effects of
Super Low, and the Fuji Low film and are tabulated in Table changes in tire inflation pressures and static wheel loads was
4.2. developed. This number estimates equivalencies of contact
For the radial Michelin 275/SOR/24.5 tire, Figs 4.11, pressures for different sets of wheel loads and tire inflation
4.12, 4.13, and 4.14 show the variations in the tire contact pressures. For example, a tire with a wheel load (A) and an
pressure distributions when the tire is subjected to different inflation pressure (B) can produce the same effect as the tire
wheel loads and inflation pressures. Surprisingly, the peak with a wheel load (C) inflated to (D). With this purpose, an
pressure values were found at lower tire inflation pressures; equivalent contact pressure model was developed using
however, the difference in the peak pressure values is very principles of fatigue theory.
small. Lay (Ref 31) suggests the use of the fourth power law in
For the radial Michelin 255nOR/22.5 tire, Figs 4.23, comparing different types and tire configurations for pave-
4.24, 4.25, and 4.26 show the variations in the tire contact ment damage. In general, the fourth power law is invoked
pressuredistributions.Asexpected,thepeakpressurevalues when a new configuration produces a different criterion
were found at higher tire inflation pressures. strain or deflection to the standard one. The AASHO road
For the radial Goodyear 11R24.5 tire, Figs 4.35, 4.36, test (Refs 12 and 32) used the fourth power law in developing
4.3 7, and 4.38 show the variations in the tire contact pressure the equivalency factors. However, the AASHO road test did
distributions. As expected, the peak pressure values were not consider the actual tire-pavement contact pressure distri-
found at higher tire inflation pressures. butions to estimate pavement damage, because AASHO
In order to discuss and analyze the effect of the tire developed those factors in terms of axle loads only. There-
contact pressure distributions, the proportions of contact fore, to estimate better pavement damage, the fourth power
area at different pressure ranges were calculated. The load law will be used in order to take into account actual tire-
distribution along the tread width was also computed. pavement contact pressure distributions.
41
The proposed model is tenned equivalent contact pres- TABLE 5.1. ECPN NUMBER FOR THE
sure number (ECPN) and varies proportionally with the TIRE EXPERIMENTAL PARAMETERS
summation of the contact pressure ranges to the fourth
power, times the contact areas ofeach contact pressure range Inflation
Pressure Loads
and divided by a standard reference. A wheelloadof 10,000 T!reType (psi) (!b) ECPN
pounds distributed uniformly over an area of 100 square 18- 22.5B 85 8,000 3.001
inches was the chosen reference, because 10,000-pound 85 10,000 3.637
wheel load appears to be the trend in wheel load regulations 85 12,000 3.907
85 15,000 9.269
for various states (Ref 16). The ECPN model uses the 100 8,000 3.699
proportions of contact area values because the total tire 100 10,000 4.852
contact area has been factored and located out of the summa- 100 12,000 3.819
100 15,000 10.093
tion. 275J80RJ24.5 95 6,000 2.284
95 8,000 4.506
n 110 6,000 2.097
Lfi X
255nORJ22.5
110
110
110
135
8,000
6,000
8,000
6,000
4.144
2.073
3.488
3.204
ECPN = .;;.i_=...,.l_...,...._ _ TCA
X-- 135 8,000 4.831
p4 Af 11R24.5 95 6,000 1.170
r 95 8,000 2.542
where 110 6,000 1.398
110 8,000 2.707
Ew = the weighted number computed at each set of
wheel load and tire inflation pressure,
fi = the proportion of contact area at the pressure ... 5
range i, (I)
-o- Load: 6,000 lb
.:) -Load: 8,000 lb
the mean of the contact pressure range, E
~
c 4
the chosen reference contact pressure (P =
100 psi was used), r
...
Q)
~
(/)
TCA = the tire contact area, and (/)
Ar = the chosen reference contact area (A = 100

e
a.
3
square inches was used). r
Using this method, the ECPN number was calculated at

each experimental parameter for all the tires tested. Table
5.1 shows the calculated ECPN values.
ECPN values are characterized for a particular set of
parameters which limit our experimental results. Several
o~~._~-L~~-~~~-L~-U
regression models were also developed to predict propor-
40 so 80 100 120 140 160
tions of contact area for each pressure range based only on
the wheel loads and tire inflation pressures, and neglecting Inflation Pressure (psi}
sizes, brands, and types of tires. However, those models Fig 5.2. Graph of the equivalent contact pressure
were found unsatisfactory due to the limited number of number (ECPN) vs tire inflation pressure at
observations. But. with further testing and analysis, this different wheel loads, for the radial Goodyear
procedure could be applied with greater success, as graphi- 11R24.5 tire.
cally described in Figs 5.2 and 5.3.
Figures 5.2 and 5.3 show the correlation between the
ECPN and the tire inflation pressure at different wheel loads damage caused by a wheel load of 10,000 pounds unifonnly
for the radial Goodyear liR24.5 tire and the radial Michelin distributed over an area of 100 square inches. Similarly, it
255nOR{l2.5 tire, respectively. Assuming that the behavior can be estimated that the radial Michelin 255nOR/l2/5 tire
of the ECPN is linear for a constant wheel load, the radial will produce the same pavement damage when inflated to
Goodyear 11R24.5 tire will have the same equivalent con- 100 psi and having an 8,000-pound load, as when it is
tact pressure number when inflated to 50 psi and having an inflated to 130 psi and having a 6,000-pound load. The
8,000-pound load, as when it is inflated to l50psi and having pavement damage will be equal to three times the damage
a 6,000-pound load; and, because they have the same ECPN, caused by a wheel load of 10,000 pounds uniformly distrib-
it can be estimated that those cases will produce similar uted over an area of 100 square inches.
pavement damage and that resulting damage will double the
42
LOAD DISTRffiUTION ALONG THE

5 TREAD WIDTH
.....
Q)
-a- Load: 6,000 lb
.D --Load: 8,000 lb Another aspect of interest was the load distribution
E
::J
4 along the tread width. In general, as stated before, the largest
c
~
portion of the total wheel load is generally located at the
::J
(/) center tread region. Tables4.4,4.7,4.10, and4.13 record the
(/)
Q) 3 values for the different distribution of the load along the
a: tread width of tires as obtained through the Adage system.
ts
(11 No patterns or trends can be observed.
'E 2
0
0
'E
TIRE VERTICAL STIFFNESS
Q)
ni The tire vertical stiffness is defined as the ratio of the
.2:
::J wheel load over the total vertical deformation of the tire.
rJ
UJ Tables 8.1 through 8.8 (in Appendix B) record the measure-
0 ments of the tire vertical stiffness, as well as the sidewall
40 60 80 100 120 140 160
movements. These measurements will serve other research-
Inflation Pressure (psi)
ers in the comparison and calibration of their analytical
Fig 5.3. Graph of the equivalent contact pressure estimations of tire vertical stiffness and tire deformations.
number (ECPN) vs tire inflation pressure at
different wheel loads, for the radial Michelin
Discussion
255/70R/22.5 tire. In general, it was found that the tire vertical stiffness is
directly influenced by the tire inflation pressure. As the
inflation pressure increases, the tire venical stiffness in-
This model which qualitatively measures pavement creases, and the side tire movement decreases. In order to
damage in terms of an equivalent contact pressure number estimate the tire venical stiffness in tenns of the wheel load
{ECPN), holds promise if further testing and analysis are and tire inflation pressure, a statistical analysis was per-
available to suppon the method. formed.
Comparison Between the Tires Analysis of Results
The proponions of contact area at the various pressure Several regression models were developed in order to
ranges are compared for the different tires at approximately estimate the tire vertical stiffness in terms of the relative
the same set of experimental parameters. Figure 5.4
shows the comparison.
1ire (Load & Inflation Pressure)
Figure 5.4 shows that, for roughly the same
parameters, the radial Michelin 255!70R/24.5 tire Bias Goodyear 18-22.5 (8000 lb & 100 psi)
IZJ Radial Michelin 275180RI24.5 (8000 lb & 110 psi)
has a higher proponion of the contact area at the II Radial Michelin 255170RI22.5 (8000 lb & 110 psi)
151-200 psi pressure range than the other tires. In c Radial Goodyear 11 R24.5 (8000 lb & 110 psi)
general, the bias Goodyear 18-22.5 tire, the radial 60
Michelin 275/80R/24.5 tire, and the radial
Goodyear 11R24.5 tire have approximately the
same proportions of contact area at the various
contact pressure ranges. This similarity must be ~ 40
investigated further. 'E
Obviously, to determine what tire is causing 8 30
the most damage to the pavements requires that a 0
fatigue concept be introduced for analyzing the
g 20
"
proportion of the contact areas at each pressure
range. This concept needs to be refined in order to e8.
a.
10
estimate the effects of tire types and/or brands. o~~~~~~~~~BL~~~~a-~~~

<50 50-100 101-150 151-200 201-250 251-300 >300
Fig 5.4. Histogram for all tbe tires. Shown is a comparison of

the proportions of contact area at various contact pressure
ranges for the tires tested.
43
area, tire contact area, and wheel load. The best model used TVs 3.252 + 0.031 x TCA- 0.000058 x TCA 2
the tire contact area as the independent variable and had a
where
correlation coefficient of 63.3 percent. As discussed in
Chapter 2, the tire vertical stiffness depends on many factors, TVs = the tire vertical stiffness in kips/inch, and
such as tire construction, tire wear, tire type, wheel load, and TCA = the tire contact area in square inches.
tire inflation pressure; hence, correlation values were not
Figure 5.5 shows the relationship between the tire ver-
expected to be very high. This model is recommended in
tical stiffness and the tire contact area. The designer should
case no better information is available. The model clearly
first calculate the relative area and then use Fig 5.1 to
needs to be improved, either by testing more tires or by
determine the tire contact area, in order to estimate the tire
considering more predictor variables, in order to establish
vertical stiffness from Fig 5.5.
multi-regression models. The proposed model is
rJl
"0
10
c:
nl
rJl
::I
0
8
~
c::
~
g 6
rJl
rJl
Q)
c:
= 4
~
iii y = 3.2516 + (3.1647e-2)x (5.8055e-5)x2
u
t:: 2 R2 = 0.633
~
~
I=
0
0 30 60 90 120 150
lire Contact Area (sq in.)
Fig 5.5. Graph of the tire vertical stiffness vs. the tire
contact area showing the predicting curve of the tire
vertical stiffness based on the tire contact area
of the tire.
CHAPTER 6. CONCLUSIONS AND RECOMMENDATIONS
CONCLUSIONS at the center ~d edges of the middle portion of the tire
print.
(1) For bias tires, the shape of the contact area is more (6) In general, the mean contact pressures are higher than
circular than that for radial tires, and it becomes more the tire inflation pressures.
oval as the wheel load increases. In contrast, for radial
tires, the shape of the contact area is consistently
rectangular. RECOMMENDATIONS
(2) The tire contact area, irrespective of tire construction
The following recommendations for future research
and tire type, can be determined from a parameter
called the relative area, which is the ratio of the wheel result from an evaluation of the study and the data:
load over the tire inflation pressure. (1) This study presents information on several aspects of
(3) For a given wheel load, as the inflation pressure tire-pavement contact pressure distributions. Several
decreases, the proportions of contact area at lower statistical models were developed during the course of
contact pressure ranges increase; and, as the inflation this study. It is recommended that further testing be
pressure increases, the proportions of contact area at conducted to obtain a more representative sample in
higher contact pressure ranges increase. Similarly, for order to estimate tire contact pressure distributions for
a given inflation pressure, as the wheel load decreases, different wheel loads and tire inflation pressures.
the proportions of contact area at lower contact pres- (2) The data obtained from the numerical pressure maps
sure ranges increases; and, as the wheel load increases, should be used as the input for modeling pavement
the proportions of contact area at higher contact pres- behavior. For instance, fmite element models based on
sure ranges increases. these data can be used to estimate statically induced
(4) As the wheel load increases, the print width and the stresses and strains in the pavement structure.
print length increase until the print width equals the tire (3) Since very few experimental studies have been carried
width. After that, only the print length increases. out with dynamic models of tire-pavement contact
(5) The higher contact pressure values are generally pro- pressure distributions, these need to be investigated in
duced at the edge of the tread ribs, means are located future studies.
44
REFERENCES
1. Hansen, Rex, "Truck Tire Pavement Contact Pressure Pressure Truck Tires, Austin, Texas, February
Distribution Characteristics for the 'Super Single' 1987.
Bias 18-22.5 and 'Smooth' RadialllR24.5Tires," 14. Clark, Samuel K., Editor, Mechanics Of Pneumo.tic
M. S. Thesis, The University of Texas at Austin, Tires, National Bureau of Standards Monograph
May 1989. 122, November 1971.
2. Chan, Gerard, "Computer Image Processing Tech- 15. Tielking, J. T., and F. L. Roberts, "Tire Contact Pres-
nique for Analysis of the Tire Contact Pressures," sure and ItsEffectsonPavementStrain," Journal of
M. S. Thesis, The University of Texas at Austin, Transportation Engineering, Voll13, No. 1, Janu-
December 1988. ary 1987.
3. Roberts, F. L., eta!, "Establishing Material Properties 16. Sharma, J., and J. Mahoney, "Evaluation of Present
for Thin Asphalt Concrete Surfaces on Granular Legislation and Regulations on Tire Sizes, Con-
Bases," Research Report 345-1, Texas Transporta- figurations and Load Limits," unpublished Execu-
tion Institute, Texas A&M University, College tive Summary prepared by the University of Wash-
Station, Texas, November 1985. ington for the Washington Department of Trans-
4. van Vuuren, D. J., "Tire Pressure and Its Effect on portation.
Pavement Design and Performance," Civil Engi- 17. Lippmann, S. A., and K. L. Oblizajek, "The Distribu-
neering In South Africa, Vol 16, No. 8, August tions of Stress Between the Tread and the Road for
1974. Freely Rolling Tires," SAE 74102, Society of
5. Brown, J. L., "Proceedings of a Symposium/Work- Automotive Engineers, Detroit, February 1974.
shop on High Pressure Truck Tires," Austin, 18. Papagianakis, A. T., and R. C. G. Haas, "Wide-Base
Texas, February 1987. Truck Tires: Industry Trends and State of Know!-
6. Butler, Lee, "Truck Tire Pressure and Pavement edge of Their Impact on Pavements," Ministry of
Damage," Proceedings.. Symposium/Workshop Transportation and Communications of Ontario,
on High Pressure Truck Tires.. Austin, Texas, Feb- December 1986.
ruary 1987. 19. Yeager, R. W., "Tires of the Nineties and Beyond,"
7. Wakeland, Richard E., "Video Image Analysis of Elastomerics, Vol119, No.2, February 1987.
Pressure Sensitive Film," M. S. Thesis, The Uni- 20. Seitz, N.,andA. W. Hussmann, "Forces and Displace-
versity of Texas at Austin, December 1985. ment in Contact Area of Free Rolling Tires," SAE
8. Roberts, F. L., et al, "The Effect of Tire Pressures on Transaction, Vol 80, Paper No. 710626, 1971.
Flexible Pavements," Research Report 372-1F, 21. Bonse, R. P. H., and S. H. Kuhn, "Dynamic Forces
Texas Transportation Institute, Texas A&M Uni- Exerted by Moving Vehicles on a Road Surface,"
versity, CoUege Station, Texas, August 1986. Highway Research Board Bulletin, No. 233, 1959.
9 Planning and Statistics Bureau, Montana Department 22. Ginn, J. L., and R. L. Marlowe, "Road Contact Forces
of Highways, "1984 Truck Tire Study," Helena, of Truck Tires as Measured in the Laboratory,"
Montana, 1984. SAE Transactions, Vol 76, Paper No. 670493,
10. "Tire Pressure Survey," Unpublished Data, Bureau of 1967.
Design, Division of Highways, Illinois Depart- 23. Zekoski, J., "Impact of Truck Tire Selection on Con-
mentofTransportation, Springfield, Illinois, 1986. tact Pressers," FHW A Load Equivalence Work-
11. Thompson, Marshall R., "Analytical Methods for shop, sponsored by the Federal Highway Admini-
Considering Tire Pressure Effects in Pavement stration Pavements Division, Turner-Fairbanks
Design," Proceedings, Symposium/Workshop on Highway Research Center, McLean, Virginia,
High Pressure Truck Tires, Austin, Texas, Febru- September 13-15, 1988.
ary 1987. 24. Huhtala, M., ''Field Tests to Compare Tires," FHWA
12. AASHO Road Test. Highway Research Board, "His- Load Equivalence Workshop, sponsored by the
tory and Description of the Project," Report 61 A, Federal Highway Administration Pavements Divi-
1960. sion, Turner-Fairbanks Highway Research Center,
13. Sharp, Asa, "Truck Tire Pavement Interaction," McLean, Virginia, September 13-15, 1988.
Proceedings, Symposium/Workshop on High
45
46
25. Marshek, K. M., et al., "Experimental Investigation of Pavements, University of New Mexico, Albuquer-
Truck Tire Inflation Pressure On Pavement-Tire que, New Mexico, 1981.
Contact Area and Pressure Distribution," Research 29. Chen, H. H., K. M. Marshek, and C. L. Saraf, "Effects
Report 386-1, Center For Transportation Research, of Truck Tire Contact Pressure Distribution on the
The University of Texas at Austin, August 1985. Design of Flexible Pavements: A Three-Dimen-
26. Haas, R. C. G., and A. T. Papagianakis, "Understand- sional Finite Element Approach," Transportation
ing Pavement Ruuing," Roads and Transportation Research Report 1095, Transportation Research
Association of Canada, Toronto, Ontario, Septem- Board, National Research Council, Washington,
ber 28, 1986. D. C.,1986.
27. Eisenmann, J., and A. Hilmer, "Influence of Wheel 30. "Fuji Prescale Film General Information," Fuji Photo
Load and Inflation Pressure on the Rutting Effects Film Company. Limited, Tokyo, Japan, 1986.
at Asphalt-Pavements-Experiments and Theoreti- 31.. Lay, M.G., "Handbook of Road Technology," Vols 1
cal Investigations," Sixth International Conference and 2, Gordon and Breach Science Publishers,
on the Structural Design of Asphalt Pavements, Amsterdam, 1986.
Ann Arbor, July 1987.
32. Yoder and Witczak, "Principles ofPavement Design,"
28. Monismith, C. L., "Fatigue Characteristics of Asphalt Second Edition, John Wiley & Sons, New York,
Paving Mixtures and Their Use in Asphalt 1975.
Pavements," Proceedings, Annual Pavement
Conference, Symposium on Fati~e In Asphalt
APPENDIX A. EXPERIMENTAL AND ANALYTICAL PROCEDURES
FOR DETERMINING TIRE CONTACT PRESSURE DISTRIBUTIONS
The tire contact pressure distributions were determined programs were written on the Adage system exclusively for
using certain experimental and analytical procedures, de- analyzing the tire prints. The procedure for analyzing the tire
tails of which are given below. prints using the Adage system consists of five steps: (I) set
up the scanner, (2) execute the programs, (3) create a filter,
EXPERIMENTS (4) construct a calibration curve, and (5) perform the tire
print analysis.
Experimental Equipment In general, at each session the lighting and scanner
settings were not altered once the filter was created. Both the
The equipment used was the same as that used by
filter and the calibration curve were recreated at the begin-
Hansen. Complete details of the load frame, including the
ning of each print analyzing session. The print analysis
list of the parts for assembling purposes, can be found in Ref
programs were user friendly and, with practice, a print could
I.
be fully scanned, digitized, saved, and printed in approxi-
Load Cell Calibration mately thirty minutes. Complete details of the Adage Sys-
To determine the applied load, a Lebow 20-kip load cell tem Analysis can be found in Refs I and 2.
was used. This load cell was calibrated against a Conamp 20 Color Pressure Plots and Numerical Pressure Maps
Digital Calibration system. This Conamp system displays a
The color pressure plots were produced on the AGL
direct digital readout of the loads on the calibration cell. A
VAX computer, and the numerical pressure maps were
calibration curve is needed to relate the voltages with the
wheel loads. The calibration curve used by Hansen was used produced on the Macintosh II. The plots were produced
using the procedure described by Hansen (Ref I). The
since the same load cell was used without any time gap.
computer programs have the capability to produce
Details of the load cell calibration curve and the calibration
two-dimensional and three-dimensional color pressure
procedure followed can be found in Ref 1.
plots. These plots enhance the readability of the tire contact
Pressure Print Production pressure distributions. However, the three-dimensional
The procedure followed in producing the pressure plots were not included in this report since they offer very
prints of the tires tested under different loads and tire little additional information.
The programs can be downloaded onto the IBM system
inflation pressures was the same as that detailed by Hansen
(Ref 1). However, as explained in Chapter 3, the bias and color plots can be generated using the IBM Professional
Goodyear 18-22.5 Super Single tire was tested using the Fuji Graphics terminal. The color pressure plots displayed by the
Low range film, in addition to the Fuji Super Low range film, IBM Professional Graphics monitor are clearer than those
displayed by the Adage system monitor; however, it was
in order to record the higher contact pressure values which
presumably were not recorded by the Fuji Super Low range decided not to use this feature due to the excessive amount
film. This special strategy was employed only for the bias of time required by this process.
Goodyear 18-22.5, and not for other tires, since only a very Tire Contact Area Analysis
small portion of the contact area was covered by pressures
above 300 psi for this tire. In order to determine the areas covered by the different
For the testing of the bias Goodyear 18-22.5, the Fuji pressure ranges, a computer program was written in IDL.
Super Low range ftlm was placed at the bottom of the two. This program, called MAMI.PRO, was accessed after the
Both sets of films recorded pressure distributions under the final SMOOTHED.DAT had been created by typing
same conditions but required different calibration curves, @SYS$SYSTEM:IDL ADAGE @MAMI.PRO. The
due to the difference in the pressure range capacity of each areas covered by each of the pressure ranges (<50 psi, 50-
film. Hence, the analysis of each film was performed inde- 100psi, 101-150 psi,151-200 psi, 201-250psi, 251-300 psi,
pendently. and >300 psi) were determined. Once these values were
computed, the proportions of the contact area (percent of
ANALYSIS total) covered by each pressure range were calculated.
Adage System Analysis

The tire prints were digitized using a scanner and were
displayed on the Adage system monitor. Several computer
47
APPENDIX B. SIDE TIRE MOVEMENT DATA
Side tire deflections were recorded in order to enable THE RADIAL .MICHELIN 255/70R/22.5
any designer who uses finite-element models of tires to TIRE
compare his/her results with the actual experimental values.
The radial Michelin 255!70R/22.5 tire deflections were
Side tire deflections were measured for the following tires:
measured at inflation pressures of 135 and 110 psi, and at
(1) bias Goodyear 18-22.5 tire, (2) radial Michelin 275/80R/
each inflation pressure the wheel was loaded to 0, 6,000, and
24.5 tire, (3) radial Michelin 255!70R(22.5 tire, and (4)
8,000 pounds. The side tire deflections for the tire inflated
radial Goodyear 11R24.5 tire.
to 135 psi are in Table B.S. and the deflections for the tire
Five reference points were selected on each side of the
inflated to 110 psi are in Table B.6.
tire. These points are shown in Fig B.l. These points were
chosen such that they were aligned vertically at the middle
of the tire-plate contact area. The corresponding points on y
the other side of the tire were also selected. The data in
Tables B.l through B.8 represent the average movement of
a specific reference point from its counterpart on the other
side of the tire. For a vertical reference point, the vertical
length of the ram-stroke was measured at a load of zero
pound. The coordinates of the horizontal and vertical points,
as well as the vertical length of the ram-stroke, were meas-
ured to obtain the deflection at each load.
The total tire and axle down displacement created by the
load during testing and the average estimated value of the
tire vertical stiffness, in lb/inch, are also included, in Tables
B.l through B.8.
THE BIAS GOODYEAR 18-22.5 SUPER

SINGLE TIRE
The bias Goodyear 18-22.5 tire deflections were meas-
ured at inflation pressures of 85 and 100 psi, and at each
inflation pressure the wheel was loaded to 0, 8,000, 10,000,
12,000, and 15,000 pounds. The side tire deflections for the
tire inflated to 100 psi are in Table B.l, and the deflections
for the tire inflated to 85 psi are in Table B.2.
THE RADIAL MICHELIN 275/SOR/24.5

TIRE
The radial Michelin 275/80R/24/5 tire deflections were
measured at inflation pressures of 110 and 95 psi, and at each
inflation pressure the wheel was loaded to 0, 6,000, and
8,000 pounds. The side tire deflections for the tire inflated
to 110 psi are in Table B.3, and the deflections for the tire
inflated to 95 psi are in Table B.4.
Reference points are shown in Fig B.l. However,
measurements of point 2 were not taken due to the relatively
low height of this tire. The procedure described for the 18-
22.5 super single tire was used for measuring the side tire
Fig B.l. Schematic of the side tire points measured for
vertical and horizontal movements.
movements of this tire.
48
49
Reference points are shown in Fig B.l. However, inflation pressure the wheel was loaded to 0, 6,000, and
measurements of point 2 were not taken due to the relatively 8,000 pounds. The side tire deflections for the tire inflated
low height of this tire. The procedure described for the 18- to 110 psi are in Table B.7, and the deflections for the tire
22.5 super single tire was used for measuring the side tire inflated to'95 psi are in Table B.S.
movements of this tire. These points are shown in Fig B.l. However, measure-
ments of point 2 were not taken due to the relatively low
THE RADIAL GOODYEAR 11R24.5 TIRE height of this tire. The procedure described for the 18-22.5
super single tire was used for measuring the side tire move-
The radial Goodyear 11R24.5 tire deflections were
ments of this tire.
measuredatinflationpressuresof 110and95 psi,andateach
TABLE B. I. SIDE TIRE MOVEMENTS FOR THE BIAS GOODYEAR

18-22.5 SUPER SINGLE TIRE INFLATED TO 100 PSI
Load (lb)
0 8,000 10,000 12,000 15,000
Points Y y y
!! .!.. ....!.... .!.. ....!.... .!.. .!..
#1 1.2 28.5 1.2 25.7 1.2 24.8 1.3 24.6 1.3 24.4
#2 4.3 22.0 4.5 18.8 4.8 18.3 4.8 18.0 5.1 17.7
#3 55 14.2 5.8 11.3 6.0 10.8 6.1 10.3 6.3 9.9
#4 2.2 7.5 26 4.8 2.9 4.6 3.0 4.2 3.2 3.8
#5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Down Axle
Movement -0.0 -3.5 -4.0 -5.1 -6.1
Average Tae Stiffness: 6,090 Pounds Per Inch
*Movements are in centimeters.
TABLE B.Z. SIDE TIRE MOVEMENTS FOR THE BIAS GOODYEAR

18-22.5 SUPER SINGLE TIRE INFLATED TO 85 PSI
Load (lb)
0 8,000 10,000 12,000 151000
Points x Y"' .!.. ...!... .!.. ...!... .!.. ...L .!.. ...L
#1 1.2 28.5 1.2 24.9 1.2 24.6 1.3 24.1 1.3 22.8
#2 4.6 220 4.7 18.8 4.8 18.3 5.0 17.8 5.1 16.7
#3 5.4 14.2 5.8 11.3 6.0 10.6 6.1 10.0 6.3 9.4
#4 2.4 1.5 2.9 4.7 3.0 4.5 3.1 3.9 3.2 3.5
#5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Down Axle
Movement -0.0 -3.5 -4.2 -5.3 -6.3
Average Tae Stiffness: 5,910 Pounds Per Inch

50
TABLE 8.3. SIDE TIRE MOVEMENTS FOR THE TABLE B.6. SIDE TIRE MOVEMENTS FOR THE
RADIAL MICHELIN 275/SOR/24.5 TIRE INFLATED RADIAL MICHELIN 2SS/70RI22.S TIRE INFLATED
TO 110 PSI TO 110 PSI
Load (lb) Load (lb)
0 6,000 8,000 0 6,000 8,000

Points !! .!!.. ..!.. ...L ..!. ...L Points !! .!!.. ..!. ...L X ...L
#1 2.7 20.2 2.7 18.4 2.7 17.8 #1 1.1 17.0 1.1 13.7 1.1 12.9
#3 3.5 11.3 5.1 8.8 5.4 8.1 #3 2.7 7.0 3.9 6.2 4.4 5.4
#4 2.7 5.2 2.9 4.6 3.7 4.4 #4 1.6 4.5 2.2 3.0 2.5 2.7
#5 0.0 0.0 0.0 0.0 0.0 0.0 #5 0.0 0.0 0.0 0.0 0.0 0.0
Down Axle Down Axle
Movement -0.0 -3.0 4.1 Movement -0.0 -3.4 -4.3
Average Tire Stiffness: 5,020 Pounds Per Inch Average Tire Stiffness: 4,610 Pounds Per Inch
*Movements are in centimeters. *Movements are in centimeters.
TABLE B.4. SIDE TIRE MOVEMENTS FOR THE TABLE B.7. SIDE TIRE MOVEMENTS FOR THE
RADIAL MICHELIN 275/SOR/24.5 TIRE INFLATED RADIAL GOODYEAR 11R24.S TIRE INFLATED
T09S PSI TO 110 PSI
Load (lb) Load (lb)

0 6,000 8,000 0 6,000 8,000
Points !! Y* ..!. ...L ..!. ...L Points x y X y X y
#1 2.7 20.1 2.7 18.0 2.7 17.0 #1 3.1 22.5 3.1 20.0 3.1 19.1
#3 3.8 11.3 5.3 8.5 5.8 7.9 #3 4.2 12.9 5.6 9.2 5.8 8.8
#4 2.7 5.2 2.9 4.3 3.8 4.0 #4 3.9 7.0 4.5 6.4 4.8 5.9
#5 0.0 0.0 0.0 0.0 0.0 0.0 #5 0.0 0.0 0.0 0.0 0.0 0.0
Down Axle DownAx1e
Movement -0.0 -3.0 4.1 Movement -0.0 -3.0 4.1
TABLE B.S. SID ETIRE MOVEMENTS FOR THE TABLE B.S. SIDE TIRE MOVEMENTS FOR THE
RADIAL MICHELIN 2SSI70RI22.S TIRE INFLATED RADIAL GOODYEAR 11R24.S TIRE INFLATED
TO 13SPSI T09SPSI
Load (lb) Load (lb)
0 6,000 8,000 0 6,000 8,000
...L ..!. ...L y

Points !! .!!.. ..!. Points !! .!!.. ..!. ..!. ...L
#1 1.1 16.9 1.1 14.3 1.1 13.5 #1 3.1 22.4 3.1 19.5 3.1 18.8
#3 2.8 6.8 3.5 96.4 3.9 6.0 #3 4.2 12.8 5.1 9.0 5.9 8.5
#4 1.6 4.5 2.0 4.2 2.3 3.3 #4 3.9 6.9 4) 6.2 4.9 5.8
#5 0.0 0.0 0.0 0.0 0.0 0.0 #5 0.0 0.0 0.0 0.0 0.0 0.0
Down Axle Down Axle
Movement -0.0 -3.1 -3.8 Movement -0.0 -3.4 4.3
*Movements are in centimeters. *Movements are in centimeters.

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TECHNICAl.

REPORT STANOARO TITLE PAGE

17. K.,. Word 11. Dl"llluti St.._...,

Fom DOT F 1700.7 cJ

Research Report Number 1190-2F

Research Project 3-8-88/9-1190

Texas State Department of Highways

in cooperation with the

U.S. Department of Transportation

CENTER FOR TRANSPORTATION RESEARCH

PREFACE .............................................................................................................................................. 111

CAHPTER 6. CONCLUSIONS AND RECOMMENDATIONS

REFERENCES . .. .. .. .. .. .. .. . ... .. .. .. .. .. .. .. ..... .. .. .. .. .... . . .. .... .. .. .. ... .. .. .. .. .. .. .. . . .. .. . . . ... .. .. . .. .. .. . . . . . ... .. . . . . .. .. .. . . . . . . . .. . . 45

APPENDIX A. EXPERIMENTAL AND ANALYTICAL PROCEDURES FOR

. APPENDIX B. SIDE TIRE MOVEMENT DATA ......................................................................................... 48

Fig 3.2. Load frame schematic (Ref 1).

Fig 3.3. Fuji prescale film working principle (Ref 1).

TABLE 4.3. BIAS 18-22.5 PROPORTIONS CONTACT AREA

maps forthe6,000 and 8,000-pound wheel load cases. These

u 1't lJl 19 101 UD lU 1)1 HI l l l 101 )) \U 121 'Ul Ul 100 U Tt

U lt U U2 \OJ lU Ul lH \U Ul l10 lU 121 1U 141 1U 141 lU 2t4 t'J u

U I'll tfi Ul IU 1)1 Ul OU UCI Ul 22 uo 11~ 1n u t t n

U i!U HO 2U 2l2 Ut l9Y ltO l'll uo 111 Ul 141 l4t 1U

l! .Jll :ru an tu; :tU uo 1u 1n 116 1n 1n tl4 t U t u

llJ 161 UO 111 1~6 lU U2 llt 111 lH Hit Ut ft JU IU .tU Uo lU

11 li:TS 11:41 1U 1U 121 U1 ll1 11' 1U 164 Ul 119 lU Ul

1;.1 Ul 114 Ul lU 1!U l!U H U U1 lU H

u tn uo uJ tn ua Ul u u t:n tn l' 94 Ul lU 1M 1U 119 Ut 1U 141 131 1JI 101 lOll:

" 100 ll4 119 lU lot lU lll 111 1U 12 1 U 201 211

t::t 104 102 104

n u 15. u 12 92 Hl 111 u' Ito tl . , 102 n 1n u.a uc u t.a u 101 41U.tU,Ol1

u ,, 101 101 ,. t.t .... 11 ,. at 140 llT lU 9l 60 70 lit ilO l1 U U lt ll

l1 11 ,. lOJ lU lU Ul 1l1011U lCO

tt LlZ lU lJT lU lUi UJ 111 ,2) 2t U

U 102 tn lll le-t lU lU 94 1U ill 161 lU llt llt tU ttl lU lU 141

U 1 . . 164 lJc4 tt lU \U tiO ltt 119 lU 172 110 11:1 ill

lOl lUlU 120 Ut 1U l.Jl l47 Hl lll tU' UT U 44 l:lt U1 lOl u

PI 2U Ul IU Ill Ul zot tt6 189 :.U 111 HI :to lH Bl

tn :.n t-U ua Hl a1 a2 tu 112 uo uo :ru 240 n1 nt :t4o ut ll21-:.'tl4ll211Z9llil .

2$ u U iU 1?1 202 U4 JU lU tU UC llt 160 tH ll'f l'JO 1U lU 120 !Zl

101 1c J' 1:11 141 n n 96 n uo t n 100 1u Ul 41 lii

tt HI Ul lU U11 110 lU tt tct 112

14 Ut U n tS l' tl 111 lU 1U 1U lU Ul 1u 1u u lOJ M 14 4l u 1l6 lOl 11 U 111

tl H 11 U ll tt 111 Ul lU lfl ltt tH

&1 'H UO Ul t n Ul 140 iU

Load & Inflation Pressure

~ 50 Load & Inflation Pressure

contact pressure ranges for an infiation

The proportions of contact area covered

Fig 4.11. Two-dimensional contact pressure plot for

Fig 4.13. Two-dimensional contact pressure plot for

Fig 4.12. Two-dimensional contact pressure plot for

Fig 4.14. Two-dimensional contact pressure plot for

l'f'T U:l lU Ut U 161 .Ut

I.U UllU: lP 100 1111 44i

HI \!H 91 Ul t . . tU: Ul 102 u too n n a

tot n n 101 11 lU 104 U ll lU U 110 34 tn .no

1] !H lH lUlU tin " 11 us

U 101 U 100 lU ll UlU U

H\ 102 Ut 111 ll) 131 U U 10:1: Ul lU HI

atlJ: lU lUlU M .24 123 Uti 1 UO lll lU U9 ll

11 lU 113 Ut 1ll to U'l tot t:U. U4 IJ: lU 1U

M U<l 111 lU . , 1.01