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This was done for 3 inflation pressures and 3 tyre loads.
However, the resulting pad-to-deck contact pressure distributions (CPDs) differ from tyre-to-deck CPDs, so such plates cannot underpin reliable evaluation of deck fatigue performance local to tyre loads.
Across the spectrum of realistic tyre loads and inflation pressures investigated, the plate-pad systems (particularly with rubber pads) induced far less onerous CPDs on and local strain responses from the deck than did the tyres.
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Furthermore, modal interaction increases as tyre load increases and decreases as material damping increases.
The tyre loading was for a maximum European axle loading and then greater and lower than this value.
Both methods generated greatly different key strains depending on the combination of inflation pressure and tyre loading.
To reduce this time further, it is proposed to use six spindle nut runner and also to automate tyre loading process.
Its precision is robust to the road's unevenness and the vehicle's velocity; the tyre loaded radius is determined at the same time.
This changing geometry of the tyre-deck CPD led to distinctly nonlinear variations, with the tyre load, of the local surface strains recorded from the deck.
The field data reveal that as the tyre load increased, the tyre-deck contact patch evolved from a circle to an ellipse and then to a square, causing the contact load profile to morph from a triangle to a trapezium.
The results showed that there was a large effect on surface strains caused by 3-D contact pressure in comparison to uniform contact pressure for all combinations of inflation pressure and tyre loading.
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