Intelligent dynamic response of Guangxi marine soft foundation under traffic load

2019 ◽  
Vol 37 (4) ◽  
pp. 4811-4818
Author(s):  
Junhui Luo ◽  
Xianlin Liu ◽  
Decai Mi ◽  
Deqiang Chen ◽  
Zhifen He ◽  
...  
Keyword(s):  
Dynamic Response ◽  
Traffic Load ◽  
Soft Foundation

scholarly journals Dynamic Response and Its Frequency Domain Characteristics of Lateritic Soil Subgrade under Traffic Load during Construction

2020 ◽  
Vol 2020 ◽  
pp. 1-12
Author(s):  
Wei Bai ◽  
Kun Mu ◽  
Lingwei Kong ◽  
Wenbo Zhang ◽  
Xiu Yue
Keyword(s):  
Dynamic Response ◽  
Frequency Domain ◽  
Field Tests ◽  
Vertical Vibration ◽  
Test Point ◽  
Traffic Load ◽  
Lateritic Soil ◽  
Vehicle Speed ◽  
Guangxi Province ◽  
Distribution Law

Field tests were carried out on the compacted lateritic soil subgrade of Laibin-Mashan expressway in Guangxi Province to obtain the vertical vibration acceleration and dynamic stress amplitude of each test point under different axle loads and different driving speeds. The distribution law of the dynamic response and its frequency domain characteristics obtained by wavelet analysis emerged. The vibration of the subgrade is clearly aggravated by the increase of speed and load. Specifically, the acceleration of vehicle speed from 20 km/h to 40 km/h has a prominent effect on the vibration of subgrade, and the influence of speed on the vibration of subgrade decreases with subgrade depth. The acceleration has the greatest impact on the vibration energy in the third and fourth frequency bands.

Dynamic Response in ALF Aggregate Base Asphalt Pavement

2011 ◽  
Vol 97-98 ◽  
pp. 40-44 ◽  
Author(s):  
Chuan Yi Zhuang ◽  
Ai Qin Shen ◽  
Lin Wang
Keyword(s):  
Dynamic Response ◽  
Compressive Stress ◽  
Asphalt Pavement ◽  
Compressive Strain ◽  
Full Scale ◽  
Dynamic Responses ◽  
Traffic Load ◽  
Dynamic Strain ◽  
Strain Response ◽  
Soil Pressure

In order to evaluate pavement dynamic responses accurately under truck loading, the full-scale asphalt pavement accelerated loading facility (ALF) was used. 10 strain gauges and 2 soil pressure cells were installed; temperature sensors were also installed in the different depth of the HMA layer. Pavement response was measured under real traffic load with ALF. The measured pavement responses are compared between the pavement sections to evaluate the effects of various experimental factors, such as axle load, speed, et al. Dynamic strain at the bottom of HMA layer and vertical compressive stress on the top of the subgrade were examined in the full-scale testing road, the regression models between dynamic response and axle load, dynamic response and speed were put forward respectively. Studies show that there is not only tensile strain but also compressive strain in the dynamic response, and the strain response is in the station of tension and compression alternation. Under the intermediate temperature, the strain response at the bottom of the asphalt layer is increased linearly with the increase of axle load and the vertical compressive stresses at the top of the subgrade is also increased with the increase of axle load. Speed has a great effect on strain response at the bottom of HMA layer, and has little effect on vertical compressive stress, it affects the loading duration of stress only. The destroy for the pavement by low speed and heavy load is more serious than that is normal.

scholarly journals Dynamic Response of a Rigid Pavement Plate Based on an Inertial Soil

2016 ◽  
Vol 2016 ◽  
pp. 1-9 ◽  
Author(s):  
Mohamed Gibigaye ◽  
Crespin Prudence Yabi ◽  
I. Ezéchiel Alloba
Keyword(s):  
General Solution ◽  
Dynamic Response ◽  
Thin Plate ◽  
Dynamic Load ◽  
Natural Frequencies ◽  
Traffic Load ◽  
Economic Gain ◽  
Constant Acceleration ◽  
Rigid Pavement ◽  
Dynamic Design

This work presents the dynamic response of a pavement plate resting on a soil whose inertia is taken into account in the design of pavements by rational methods. Thus, the pavement is modeled as a thin plate with finite dimensions, supported longitudinally by dowels and laterally by tie bars. The subgrade is modeled via Pasternak-Vlasov type (three-parameter type) foundation models and the moving traffic load is expressed as a concentrated dynamic load of harmonically varying magnitude, moving straight along the plate with a constant acceleration. The governing equation of the problem is solved using the modified Bolotin method for determining the natural frequencies and the wavenumbers of the system. The orthogonal properties of eigenfunctions are used to find the general solution of the problem. Considering the load over the center of the plate, the results showed that the deflections of the plate are maximum about the middle of the plate but are not null at its edges. It is therefore observed that the deflection decreased 18.33 percent when the inertia of the soil is taken into account. This result shows the possible economic gain when taking into account the inertia of soil in pavement dynamic design.

Dynamic response of pavements on poroelastic half-space soil medium to a moving traffic load

2009 ◽  
Vol 36 (1-2) ◽  
pp. 52-60 ◽  
Author(s):  
Yuanqiang Cai ◽  
Zhigang Cao ◽  
Honglei Sun ◽  
Changjie Xu
Keyword(s):  
Dynamic Response ◽  
Half Space ◽  
Traffic Load ◽  
Soil Medium

scholarly journals Influence of Fluid Viscous Damper on the Dynamic Response of Suspension Bridge under Random Traffic Load

2020 ◽  
Vol 2020 ◽  
pp. 1-19
Author(s):  
Yue Zhao ◽  
Pingming Huang ◽  
Guanxu Long ◽  
Yangguang Yuan ◽  
Yamin Sun
Keyword(s):  
Dynamic Response ◽  
Traffic Flow ◽  
High Intensity ◽  
Bending Moment ◽  
Suspension Bridge ◽  
Dynamic Responses ◽  
Traffic Load ◽  
Damping Coefficient ◽  
Suspension Bridges ◽  
Fluid Viscous Dampers

Fluid viscous dampers (FVDs) are widely used in long-span suspension bridges for earthquake resistance. To analyze efficiently the influences of FVDs on the dynamic response of a suspension bridge under high-intensity traffic flow, a bridge-vehicle coupling method optimized by isoparametric mapping and improved binary search in this work was first developed and validated. Afterwards, the traffic flow was simulated on the basis of monitored weigh-in-motion data. The dynamic responses of bridge were analyzed by the proposed method under different FVD parameters. Results showed that FVDs could positively affect bridge dynamic response under traffic flow. The maximum accumulative longitudinal girder displacement, longitudinal girder displacement, and longitudinal pylon acceleration decreased substantially, whereas the midspan girder bending moment, pylon bending moment, longitudinal pylon displacement, and suspender force were less affected. The control efficiency of maximum longitudinal girder displacement and accumulative girder displacement reached 33.67% and 57.71%, longitudinal pylon acceleration and girder bending moment reached 31.51% and 7.14%, and the pylon longitudinal displacement, pylon bending moment, and suspender force were less than 3%. The increased damping coefficient and decreased velocity exponent can reduce the bridge dynamic response. However, when the velocity exponent was 0.1, an excessive damping coefficient brought little improvement and may lead to high-intensity work under traffic flow, which will adversely affect component durability. The benefits of low velocity exponent also reduced when the damping coefficient was high enough, so if the velocity exponent has to be increased, the damping coefficient can be enlarged to fit with the velocity exponent. The installation of FVDs influences dynamic responses of bridge structures in daily operations and this issue warrants investigation. Thus, traffic load should be considered in FVD design because structural responses are perceptibly influenced by FVD parameters.

Numerical Analysis of Highmay under the Traffic Load

2011 ◽  
Vol 97-98 ◽  
pp. 55-59
Author(s):  
Yan Mei Zhang ◽  
Zhen Hua Pan
Keyword(s):  
Numerical Analysis ◽  
Dynamic Response ◽  
Dynamic Stress ◽  
Work Conditions ◽  
Traffic Load ◽  
Design Parameters ◽  
Vibration Acceleration ◽  
Irregularity Index ◽  
Depth Direction ◽  
Base Course

Based on the geometry irregularity of pavement, an expression of the traffic load was put forward. The influence law of design parameters of each part of highway and geometry irregularity of pavement on dynamic response of highway was discussed by the developed two-dimension finite element numerical analysis procedure. The research shows that the vertical maximum vibration acceleration of pavement and subgrade attenuates according to certain trend along depth direction in different work conditions; with the foundation stiffness increasing, the vertical maximum vibration acceleration of base course and cushion increases gradually, and that of pavement surface, subgrade and foundation decreases, and the decreasing amplitude increases gradually along the depth direction; the size of the influence of subgrade on dynamic response of highway is relevant to itself stiffness; the rational matching of all parts of highway can effectively reduce the vibration response; with the increase of geometric irregularity index, the vertical maximum vibration acceleration and maximum dynamic stress of pavement and subgrade increases significantly.

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