Finite-Element Simulation of Instrumented Asphalt Pavement Response under Moving Vehicular Load
01 Mar 2020-International Journal of Geomechanics (American Society of Civil Engineers)-Vol. 20, Iss: 3, pp 04020006
TL;DR: In this article, the structural behavior of layered asphalt pavements subjected to dynamic moving wheel loads is studied and a structural model is proposed for the future design of more durable pavement structures.
Abstract: Understanding the structural behavior of layered asphalt pavements subjected to dynamic moving wheel loads is a crucial requirement for the future design of more-durable pavement structures...
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TL;DR: In this article, the authors investigated the dynamic response regulation and influencing factors of pavement under the moving vibration load, and provided theoretical and technical support for accurately determining and modifying some indexes that characterize the compaction degree of asphalt pavement.
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8 citations
TL;DR: In this paper, a validated quarter vehicle model and finite element road model were developed to obtain the random non-uniform load integrating the randomness characteristics due to the vehicle-road interaction and spatial characteristics caused by the tire pattern.
Abstract: Dynamic response analysis of pavement helps with structure and material optimization. The vehicle loading has a significant effect on the pavement dynamic response, which is usually assumed to be concentrated load, uniform load, or harmonic load without considering the space-time characteristics. In this study, a validated quarter vehicle model and finite element road model were developed to obtain the random non-uniform load. The random non-uniform load integrates the randomness characteristics due to the vehicle-road interaction and spatial characteristics caused by the tire pattern. The impacts of the vehicle weight, speed, and road roughness on the vehicle dynamic load were analyzed. The effect of random non-uniform load on pavement dynamic response was investigated by comparing the pavement responses under constant non-uniform load and constant uniform load. Numerical analyses show that the stress extremum along the transverse and longitudinal sections can reflect the time-space characteristics of the loads. The damage of the surface layer is underestimated when the vehicle load is simplified to be a constant uniform load without considering the random and spatial characteristics.
8 citations
TL;DR: Wang et al. as discussed by the authors explored the effectiveness of foamed concrete and silicone rubber as potential seismic isolation layers in clay soft soil and proposed a 2D finite element model to accurately predict the seismic response of the tunnel.
Abstract: An isolation layer around the cross-section of a tunnel lining would be the simplest and most effective shock absorption measure which can reduce the intensity of seismic action and minimise the deformation transferred from surrounding soil to the tunnel lining. This study explored the effectiveness of foamed concrete and silicone rubber as potential seismic isolation layers in clay soft soil. A 2D finite element model was proposed to accurately predict the seismic response of the tunnel. Experimental data collected from Shanghai metropolitan tunnel were used to validate the developed model. Different tunnel lining and seismic isolation characteristics, as well as tunnel buried depths, were considered for each seismic isolation layer. It was revealed that the silicone rubber considerably reduced the deformation of the tunnel lining under a seismic load and can therefore be used in a seismic design of a tunnel in soft clay soil.
6 citations
TL;DR: In this article, three typical asphalt pavement structures with flexible base, combined base and semi-rigid base were selected to perform field strain tests under static and dynamic load using the fiber Bragg grating optical sensing technology.
Abstract: In order to reveal the changing law of the mechanical response of asphalt pavements under the action of vehicle load and provide references for the design of durable pavements, three typical asphalt pavement structures with flexible base (S1), combined base (S2), and semi-rigid base (S3) were selected to perform field strain tests under static and dynamic load using the fiber Bragg grating optical sensing technology. The changing characteristics of the strain field along the horizontal and depth directions of pavements were analyzed. The results indicate that the most unfavorable asphalt pavement layers were the upper-middle surface layer and the lower base layer. In addition, the most unfavorable loading positions on the surface layer and the base layer were the center of wheel load and the gap center between two wheels, respectively. The most unfavorable layer of the surface layers gradually moved from the lower layer to the upper layer with the increase of base layer modulus. The power function relationships between structural layer strain and vehicle speed were revealed. The semi-rigid base asphalt pavement was the most durable pavement type, since its strain value was lower compared to those of the other structures.
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01 Dec 1959
TL;DR: In this paper, the authors discuss the design of Flexible Airport Pavements and Rigid Highway Paves, as well as their application in the construction of highway and airport road networks.
Abstract: FUNDAMENTAL PRINCIPLES. Pavement Types, Wheel Loads, and Design Factors. Stresses in Flexible Pavements. Stresses in Rigid Pavements. Vehicle and Traffic Considerations. Climate, Environment. The Economic Factor, Design Strategies, Systems Analysis. PROPERTIES OF PAVEMENT COMPONENTS: MATERIALS CHARACTERIZATION. Soil Classification. Materials Characterization. Soil and Base Stabilization. Subgrades. Bases and Subbases. Bituminous Surfaces. Material Variability. DESIGN OF FLEXIBLE PAVEMENTS. Design of Flexible Airport Pavements. Design of Flexible Highway Pavements. DESIGN OF RIGID PAVEMENTS. Design of Rigid Airport Pavements. Design of Rigid Highway Pavements. PAVEMENT EVALUATION AND REHABILITATION. Pavement Distress. Condition Surveys. Strengthening Existing Pavements.
1,030 citations
TL;DR: In this paper, the Kramers-Kronig relations linking modulus and phase angle of a complex function are used to construct master-curves from complex-modulus measurements.
Abstract: This paper gives a mathematical-based procedure in order to construct master-curves from complex-modulus measurements. The method is based on the Kramers-Kronig relations linking modulus and phase angle of a complex function. Three pure bitumens, one polymer-modified-binder and two mixtures are chosen to validate the possible use of this methodology and apply it. Assumptions which are needed to apply this procedure, are verified on complex-modulus data measured from these materials. Hence, master-curves can be built without introducing error from manual adjustement. The method seems to be suitable for binders and mixtures as soon as their behaviour is in agreement with the time-temperature equivalency principle. In conclusion, some interpretations of the WLF constants are given.
159 citations
TL;DR: In this article, the authors investigated the importance of seismic soil-structure interaction in three-dimensional lined tunnels, assuming inelastic material behaviour for both the concrete liner and the soft rock type of soil.
158 citations
TL;DR: In this article, a 3D finite element (FE) model was developed to predict pavement responses to vehicular loading, incorporating measured tire-pavement contact stresses, continuous moving wheel loading, and hot-mix asphalt (HMA) viscoelastic characteristics.
Abstract: A three-dimensional (3-D) finite element (FE) model was developed to predict pavement responses to vehicular loading. The model incorporates measured tire-pavement contact stresses, continuous moving wheel loading, and hot-mix asphalt (HMA) viscoelastic characteristics. The model was fine-tuned using implicit-dynamic analysis and validated using pavement response from accelerated loading. Two tire configurations (dualtire assembly and wide-base 455 tire) and three full-depth flexible pavement designs (HMA 152 mm, 254 mm, and 420 mm) were used in both FE modeling and accelerated loading tests. The predicted and calculated strain responses at the bottom of HMA were in agreement. Most important, the study shows that vertical shear strain in the upper 76 to 100 mm of the pavement surface is critical for thick pavement and is influenced by the 3-D tire-pavement contact stresses under each tire rib. However, the tensile strain at the bottom of HMA is affected mainly by the total wheel load. The vertical shear s...
143 citations