The Different Pavement Structure Combination Shear Stress Analyze

2014 ◽  
Vol 587-589 ◽  
pp. 990-995
Author(s):  
Jian Hong Gao
Keyword(s):  
System Theory ◽  
Finite Element ◽  
Shear Stress ◽  
Elastic System ◽  
Finite Element Software ◽  
Load Change ◽  
Maximal Shear Stress ◽  
Pavement Structure ◽  
Structure Layer

Based on the multi-layer elastic system theory, large general used finite element software is used to analysis in the paper. The pavement structure layer bottom three-direction maximal shear stress SXY, SYZ and SXZ are computed under the different axis load for four kind combinations. Through contrasting the three direction shear stress, the paper obtained some curves and laws about the pavement structure layer bottom three-direction shear stress along with the axis load change.

Maximum Shearing Stress Analysis of Asphalt Pavement Structure

2014 ◽  
Vol 919-921 ◽  
pp. 1120-1123
Author(s):  
Jian Hong Gao
Keyword(s):  
System Theory ◽  
Shear Stress ◽  
Elastic System ◽  
Asphalt Pavement ◽  
Shearing Stress ◽  
Finite Element Software ◽  
Curve Change ◽  
Basic Layer ◽  
Maximal Shear Stress ◽  
Structure Layer

Based on the multi-layer elastic system theory, large general used finite element software is used to analysis in the paper. The maximal shear stress SXY is analysed entirely by computing the structure layer bottom maximal shear stress SXY of the different combinations under the different axis load. The results show: the more the axis load, the more the shear stress SXY; the shear stress SXY decreases quickly along with the structure layer deep increasing; the relations between the basic layer rigidity and the shear stress are curve change laws.

The Different Pavement Combination Deflection Change Law Discuss

2013 ◽  
Vol 790 ◽  
pp. 223-226
Author(s):  
Jian Hong Gao
Keyword(s):  
System Theory ◽  
Finite Element ◽  
Surface Layer ◽  
Elastic System ◽  
Flexible Pavement ◽  
Finite Element Software ◽  
Basic Layer ◽  
Pavement Structure ◽  
Structure Layer

Based on the multi-layer elastic system theory, large general used finite element software is used to analysis in the paper. Among the three kind pavements, the flexible pavement maximal deflection and wheel gap deflection difference is most, and the rigidity pavement is least, and the semirigid pavement is centered. Whatsoever, under the same axis load, the surface layer bottom deflection diminish speed is quicker than the basic layer bottom deflection diminish speed after a sort along with the structure layer rigidity increase. Showing the pavement structure layer upside deflection is sensitive to the structure layer intensity and rigidity increase.

The Distortion Analysis on Semi-Rigid Pavement Structure under the Wheel Load

2011 ◽  
Vol 255-260 ◽  
pp. 3371-3375
Author(s):  
Jian Hong Gao
Keyword(s):  
Finite Element ◽  
Elastic System ◽  
Basal Layer ◽  
The Finite Element Method ◽  
Wheel Load ◽  
Rigid Pavement ◽  
Thickness Change ◽  
Finite Element Software ◽  
Distortion Analysis ◽  
Pavement Structure

Based on the multi-layer elastic system model, a large general used finite element software is used to analysis in the paper. The conclusion of the most distortion lying the wheel load center and the law of the distortion with basal layer rigidity & thickness change are elicited. Above contents show the finite element method possesses extensive using foreground in the pavement structure analyse.

The Different Road Surface Structure Combination Stress Contrast Analyse under the Axis Load

2013 ◽  
Vol 361-363 ◽  
pp. 1571-1575 ◽  
Author(s):  
Jian Hong Gao
Keyword(s):  
Surface Layer ◽  
Elastic System ◽  
Equivalent Stress ◽  
Concrete Surface ◽  
Cement Concrete ◽  
Finite Element Software ◽  
Basic Layer ◽  
Pavement Structure ◽  
Stress Contrast ◽  
Structure Layer

Based on the multi-layer elastic system theory , a large general used finite element software is used to analysis in the paper. To the asphaltum concrete surface layer pavement structure, the basic layer shares more load for surface layer along with the basic layer rigidity increasing. To the cement concrete surface layer pavement structure, the basic layer shares less load for surface layer along with the surface layer rigidity increasing. Whichsoever, the soil ground equivalent stress below subgrade 2m deep is almost not affected from the pavement structure layer rigidity change, but it will increase with the load increasing.

CFD Challenge: Application of the Commercial Finite Element Solver FIDAP in a Clinical Setting

2012 ◽  
Author(s):  
Merih Cibis ◽  
Jolanda J. Wentzel ◽  
Frank J. H. Gijsen
Keyword(s):  
Finite Element ◽  
Shear Stress ◽  
Carotid Arteries ◽  
Time Frame ◽  
Academic Hospital ◽  
Close Collaboration ◽  
Desktop Computer ◽  
Reasonable Time ◽  
Finite Element Software ◽  
Reasonable Time Frame

The Rotterdam group mainly focuses on the influence of shear stress on plaque localization and progression in human coronary and carotid arteries. Since we are in an academic hospital, we always have been working in close collaboration with cardiologists and radiologists. Since clinicians do not have the time or the sources that academic engineering groups have, we limited ourselves to perform the simulations on a standard desktop computer (Intel Xeon six core processor, 2.40 GHz CPU and 12 GB RAM) using commercial finite element software (FIDAP 8.7.4 with GAMBIT 2.4.6) within a reasonable time-frame (the weekend). The simulations were carried out by our PhD student Merih Cibis.

Mechanism Analysis of Rutting at Urban Intersections Based on Numerical Simulation of Moving Loads

2010 ◽  
Vol 152-153 ◽  
pp. 1192-1198 ◽  
Author(s):  
Ze Jiao Dong ◽  
Zong Jie Sun ◽  
Xiang Bing Gong ◽  
Hao Liu
Keyword(s):  
Finite Element ◽  
Shear Stress ◽  
Asphalt Pavement ◽  
Moving Load ◽  
Maximum Shear Stress ◽  
Uniform Motion ◽  
Dynamic Mode ◽  
Mechanism Analysis ◽  
Horizontal Shear ◽  
Pavement Structure

Frequent starting and braking of vehicles causes rutting of asphalt pavement at urban intersection. As a result, dynamic response of pavement subjected to these kinds of vehicle loadings can be used to analyze rutting mechanism. At first, vehicle loading at urban intersection was described by a vertical and horizontal combined moving pressure with variable speeds. Then, three-dimensional finite element model in transient dynamic mode is developed based on the practical pavement structure. And the moving load, boundary conditions and material parameters were briefly introduced. Finally, through the comparison of time histories and spatial distribution among accelerating, decelerating and uniform motion, mechanism of rutting of asphalt pavement at urban intersections was illustrated according to the finite element simulation. It shows that frequent starting and braking of vehicle at urban intersections, obviously change the stress distribution within pavement structure compared with uniform motion case. The distribution and amplitude of maximum shear stress and horizontal shear stress was observed during the passage of the loading, which will result in shear flow deformation. Pavement structure subjected to moving load exhibits an alternative characteristic which will accelerate the rutting damage of pavement.

The Relationship between Deflection and Maximum Stress Distributed on the Layer Bottom in the Typical Semi-Rigid Bituminous Pavement Structure

2011 ◽  
Vol 97-98 ◽  
pp. 85-90 ◽  
Author(s):  
Zhi Zhong Zhao ◽  
Kui Li ◽  
Ning Zhang
Keyword(s):  
Finite Element ◽  
Maximum Stress ◽  
Structure Design ◽  
Construction Control ◽  
The Road ◽  
Finite Element Software ◽  
Pavement Structure ◽  
The Relationship ◽  
Highway Pavement

This article carries on the test to materials of the roadbed and the pavement in the room, and obtains mechanics computation parameter; Considered the road overload situation, we carries on the modeling computation to the typical semi-rigid bituminous pavement structure through using the finite element software; Carrying on the analysis, we obtains the correlation formula between the road deflection and various structures level maximum stress .it can provide the theory basis and the instruction experience for the highway pavement structure design, the examination and the construction control.

Influence Analysis of Crack Depth and Position on Asphalt Pavement Structure with 3D Finite Element

2012 ◽  
Vol 450-451 ◽  
pp. 267-272 ◽  
Author(s):  
Peng Wang ◽  
Can Cui
Keyword(s):  
Finite Element ◽  
Shear Stress ◽  
Shear Strength ◽  
Surface Layer ◽  
Tensile Stress ◽  
Asphalt Pavement ◽  
Top Down ◽  
Eccentric Load ◽  
3D Finite Element ◽  
Pavement Structure

In recent years the research on Surface-initiated longitudinal cracking along wheelpath (or Top-Down cracking) is become a fresh hotspot in the field of pavement damage focused by international asphalt pavement engineering.Because the traditional load is the vertical surface load with uniform tire pressure, this loading is applied at only one position and no effort is made to distinguish between tire pattern.The traditional method can’t explain the mechanism of the top-down cracking. In order to discuss the mechanism of TDC, this paper establish a 3D finite element model of semi-rigid pavement structure and use the large finite element software Abaqus. The analysis shows that, in the crack beginning stage, the main tensile stress appears under the center of the load on the sub-base of the pavement,and its value increases with the time. When cracks appear in the base, the position of the main tensile stress appears at the bottom of the surface layer, under the outside edge of wheel path. The value of the main shear stress increases at the stage of the cracks beginning, but the increase is small. The value of the main shear stress decreases when the cracks appear in the middle of the surface layer, and the position of the main shear stress changes with the depth of the cracks. With the increase of the cracks’ depth, the adverse influence of the shear stress becomes weaker and weaker.So the key of controlling the cracks in the surface layer is prevention. To prevent the development of the cracks, the tensile strength of the layer’s material should be enhanced in any way. The stress and its value resulted from the vehicle loaded on the structure layer is bigger than the other cases when the position of the cracks is at the edge of wheel path, and the stress is much bigger than the shear strength and the fracture toughness of the material of the layer. As the shear strength of the material is not enough, the vertical cracks are easier to appear at the edge of wheel path under the load of the vertical. Once it appearing, the cracks will extended into the layer because of the load of vertical. Eccentric load generates greater stress in the structure than the load loaded upright. In fact, though, non-channeling can reduce the appearance of the tracks, eccentric load enhance the development of the cracks in the surface because of the existence of the cracks in the surface layer.

Influences on Asphalt Pavement Performance of Graded Broken Stone Sub-Base Based on Cross-Anisotropy

2011 ◽  
Vol 250-253 ◽  
pp. 1510-1513
Author(s):  
Li Min Duan ◽  
Jin Chao Yue ◽  
Xiang Fei Niu
Keyword(s):  
Shear Stress ◽  
Resilient Modulus ◽  
Three Dimensional ◽  
Layered System ◽  
Base Thickness ◽  
Finite Element Software ◽  
Stone Materials ◽  
Pavement Structure ◽  
Cross Anisotropy ◽  
Three Dimensional Finite Element

Graded broken stone materials show cross-anisotropic behavior, but now most pavement structure analysis are based on assuming pavement structure to be isotropic layered system. In order to accurately evaluate pavement responses based on cross-anisotropy utilizing graded broken stone as sub-base materials, the influences of sub-base thickness, horizontal modulus and breaking force on the stress in pavements are studied by using the three-dimensional finite element software ABAQUS. The results show that the shear stress of the pavement decreases with the increasing of the sub-base thickness or the horizontal resilient modulus but the shear stress of the pavement increases obviously with the increasing of braking forces.

Stress Characteristic Analysis of Repaving Asphalt Pavement Structure on Old Cement Road

2012 ◽  
Vol 594-597 ◽  
pp. 1377-1381 ◽  
Author(s):  
Hong Lu Mao ◽  
Pei Zhi Zhuang ◽  
Ya Nan Zang ◽  
Xiao Ming Yi
Keyword(s):  
Shear Stress ◽  
Compressive Stress ◽  
Asphalt Pavement ◽  
Rigid Base ◽  
Cement Concrete ◽  
Characteristic Analysis ◽  
Finite Element Software ◽  
Splitting Failure ◽  
Cement Concrete Pavement ◽  
Pavement Structure

To solve the early destruction problems occurred when overlaying asphalt pavement structure containing semi-rigid base on broken cement concrete pavement, finite element software is used to compare the stress characters between the repaving pavement and ordinary pavement, and analyze the repaving structures under different loads and different road transverse grade. It shows that the value of compressive stress at the top of base of repaving pavement is significantly higher than that of ordinary pavement, meanwhile, its value of tensile stress of base bottom is lower; the asphalt surface and new base top of repaving pavement need to bare a high value of shear stress and compressive stress under overload, so it’s prone to splitting failure in the base. With the increase of transverse grade, both the shear stress difference of road surface and maximum vertical compressive at top of the base increase in a lower position, but the situation is opposite in the higher position.

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