Research of Steel Deck Pavement Suitable Paving Materials

2011 ◽  
Vol 243-249 ◽  
pp. 4092-4096 ◽  
Author(s):  
Yi Wei Weng ◽  
Jyh Dong Lin ◽  
Wei Hsing Huang ◽  
Ming Chin Yeh
Keyword(s):  
Mechanical Response ◽  
Compressive Strain ◽  
Flexible Pavement ◽  
Traditional Theory ◽  
Tire Pressure ◽  
Wheel Load ◽  
Suitable Material ◽  
Pavement Distress ◽  
Asphalt Mix ◽  
Steel Deck

This study utilized mechanical calculation method and finite element method ABAQUS software to analyze the mechanical response of different flexible pavement material combinations on steel deck. Heavy vehicle load with high axle load and high tire pressure were considered, so as to know the reasons for steel deck pavement distress, and to define the arrangement principle for steel deck pavement and the combination of materials suitable for flexible pavement. The results show that the fatigue damage of steel deck pavement coincides with traditional theory, the maximum tensile strain at the bottom of surface course is still the determination index, and the fatigue crack is presented mainly in four types; the maximum compressive strain on the top of steel plate is the determination index of rutting damage, the major cause for rut is the surface course under compressive strain in the wheel load position. The suitable material for steel deck one-course pavement is full depth Guss asphalt mix; the suitable combination for steel deck two-course pavement is modified asphalt mix on top and Guss asphalt mix at bottom.

Mechanical Response of Asphalt Pavement under Overloading

2013 ◽  
Vol 361-363 ◽  
pp. 1869-1872 ◽  
Author(s):  
Sheng Jie Liu ◽  
Qing Long You
Keyword(s):  
Tensile Stress ◽  
Mechanical Response ◽  
Asphalt Pavement ◽  
Compressive Strain ◽  
Flexible Pavement ◽  
Load Application ◽  
Rigid Base ◽  
Linear Elastic ◽  
Application Procedure ◽  
Surface Increase

This paper examines theoretically the possible mechanical response changes on both bituminous pavement structure using linear elastic method, the change regulation of deflection,stress on the bottom of base and subbase and compress strain on the top of subgrades between semi-rigid base and flexible pavement pavement. In the load application procedure, a dual wheel with the a series of pressure was chosen.The results have shown that the deflection tensile stress and subgrade compressive strain on the surface increase with the increase of axle load and they would result in serious effect of overloading on the earlier damage of asphalt pavement.

Effect of flotation tires used for agricultural field equipment on flexible pavement damage

2019 ◽  
Vol 46 (6) ◽  
pp. 501-510 ◽  
Author(s):  
Jean-Pascal Bilodeau ◽  
Damien Grellet ◽  
Guy Doré ◽  
Maurice Phénix
Keyword(s):  
Experimental Research ◽  
Damage Mechanism ◽  
Flexible Pavement ◽  
Pavement Performance ◽  
Agricultural Field ◽  
Tire Pressure ◽  
Field Equipment ◽  
Truck Tires ◽  
Pavement Response ◽  
Pavement Damage

Agricultural field equipment are typically equipped with wide single tires with particular tire tread and low inflation working pressures. Because of the significant differences with standard truck tires, the effect of flotation implement tire on pavement performance and load associated damage is likely to differ. This paper presents the results of an experimental research project where flotation tires were used to test the response of an instrumented flexible pavement built in an indoor test pit. The effect of load, tire pressure, and tire type was investigated as part of the study. Based on the collected results, the tire type and design greatly influence the pavement response. The critical and governing pavement damage mechanism was found to be subgrade structural rutting. Wide specialty tires were found to generally induce less damage than standard truck tires. A method for axle weight adjustment for wide farm tires was proposed as part of the project.

scholarly journals Role of smooth muscle activation in the static and dynamic mechanical characterization of human aortas

2022 ◽  
Vol 119 (3) ◽  
pp. e2117232119
Author(s):  
Giulio Franchini ◽  
Ivan D. Breslavsky ◽  
Francesco Giovanniello ◽  
Ali Kassab ◽  
Gerhard A. Holzapfel ◽  
...  
Keyword(s):  
Experimental Data ◽  
Smooth Muscle ◽  
Muscle Activation ◽  
Mechanical Response ◽  
Mechanical Characterization ◽  
Viscoelastic Behavior ◽  
Material Model ◽  
Suitable Material ◽  
Dynamic Mechanical

Experimental data and a suitable material model for human aortas with smooth muscle activation are not available in the literature despite the need for developing advanced grafts; the present study closes this gap. Mechanical characterization of human descending thoracic aortas was performed with and without vascular smooth muscle (VSM) activation. Specimens were taken from 13 heart-beating donors. The aortic segments were cooled in Belzer UW solution during transport and tested within a few hours after explantation. VSM activation was achieved through the use of potassium depolarization and noradrenaline as vasoactive agents. In addition to isometric activation experiments, the quasistatic passive and active stress–strain curves were obtained for circumferential and longitudinal strips of the aortic material. This characterization made it possible to create an original mechanical model of the active aortic material that accurately fits the experimental data. The dynamic mechanical characterization was executed using cyclic strain at different frequencies of physiological interest. An initial prestretch, which corresponded to the physiological conditions, was applied before cyclic loading. Dynamic tests made it possible to identify the differences in the viscoelastic behavior of the passive and active tissue. This work illustrates the importance of VSM activation for the static and dynamic mechanical response of human aortas. Most importantly, this study provides material data and a material model for the development of a future generation of active aortic grafts that mimic natural behavior and help regulate blood pressure.

scholarly journals Analysis of the Actual Contact Surface of Selected Aircraft Tires with the Airport Pavement as a Function of Pressure and Vertical Load

Coatings ◽  
2020 ◽  
Vol 10 (6) ◽  
pp. 591
Author(s):  
Mariusz Wesołowski ◽  
Krzysztof Blacha ◽  
Paweł Pietruszewski ◽  
Paweł Iwanowski
Keyword(s):  
Contact Area ◽  
Contact Surface ◽  
Load Capacity ◽  
Surface Friction ◽  
Vertical Load ◽  
Tire Pressure ◽  
Wheel Load ◽  
Friction Tester ◽  
Flight Operations ◽  
Research Studies

The contact surface of the wheel with the airport surface is important for the safety of flight operations in the ground manoeuvring area. The area of the contact surface, its shape and stress distribution at the pavement surface are the subject of many scientists’ considerations. However, there are only a few research studies which include pressure and vertical load directly and its influence on tire-pavement contact area. There are no research studies which take into account aircraft tires. This work is a piece of an extensive research project which aims to develop a device and a method for continuous measurement of the natural airport pavement’s load capacity. One of the work elements was to estimate the relationship between wheel pressure and wheel pressure on the surface, and the area of the contact surface. The results of the research are presented in this article. Global experience in this field is cited at the beginning of the article. Then, the theoretical basis for calculating the wheel with the road surface contact area was presented. Next, the author’s research views and measurement method are presented. Finally, the obtained test results and comments are shown. The tests were carried out for four types of tires. Two of them were airplane tires from the PZL M28 Skytruck/Bryza and Sukhoi Su-22 aircraft. Two more came from the airport ASFT (airport surface friction tester) friction tester-one smooth ASTM; the other smooth retreaded type T520. The tires were tested in a pressure range from 200 to 800 kPa. The range of vertical wheel load on the pavement was 3.23–25.93 kN for airplane tires, and 0.8–4.0 kN for friction tester tires. The tests proved a significant influence of the wheel pressure value and wheel pressure on the surface on the obtained contact surface area of the wheel with the surface. In addition, it was noted that the final shape and size of the contact surface is affected by factors other than wheel pressure, tire pressure and dimensions.

Polypropylene Modified Asphalt Mix to Improve Wearing Course of Flexible Pavement

2020 ◽  
Author(s):  
Tamanna Jerin ◽  
Nazia Jahan ◽  
Jayisha D. Jaya ◽  
Nafis A. Sami ◽  
Mohammad I. Hossain ◽  
...  
Keyword(s):  
Flexible Pavement ◽  
Modified Asphalt ◽  
Asphalt Mix

scholarly journals Plain and Fiber-Reinforced Concrete Subjected to Cyclic Compressive Loading: Study of the Mechanical Response and Correlations with Microstructure Using CT Scanning

2019 ◽  
Vol 9 (15) ◽  
pp. 3030 ◽  
Author(s):  
Jesús Mínguez ◽  
Laura Gutiérrez ◽  
Dorys C. González ◽  
Miguel A. Vicente
Keyword(s):  
Mechanical Response ◽  
High Performance Concrete ◽  
Compressive Strain ◽  
Compressive Loading ◽  
Fiber Reinforced Concrete ◽  
Mechanical Parameters ◽  
Fiber Reinforced ◽  
High Resolution Computed Tomography ◽  
Internal Damage ◽  
Number Of Cycles

The response ranges of three principal mechanical parameters were measured following cyclic compressive loading of three types of concrete specimen to a pre-defined number of cycles. Thus, compressive strength, compressive modulus of elasticity, and maximum compressive strain were studied in (i) plain, (ii) steel-fiber-reinforced, and (iii) polypropylene-fiber-reinforced high-performance concrete specimens. A specific procedure is presented for evaluating the residual values of the three mechanical parameters. The results revealed no significant variation in the mechanical properties of the concrete mixtures within the test range, and slight improvements in the mechanical responses were, in some cases, detected. In contrast, the scatter of the mechanical parameters significantly increased with the number of cycles. In addition, all the specimens were scanned by means of high resolution computed tomography, in order to visualize the microstructure and the internal damage (i.e., internal micro cracks). Consistent with the test results, the images revealed no observable internal damage caused by the cyclic loading.

Mechanistic–empirical damage analysis and impacts of reduced tire pressure on thaw weakened flexible pavements using the AI and MEPDG models

2012 ◽  
Vol 39 (7) ◽  
pp. 812-823
Author(s):  
Leonnie Kavanagh ◽  
Ahmed Shalaby
Keyword(s):  
Fatigue Damage ◽  
Flexible Pavements ◽  
Fatigue Cracking ◽  
Flexible Pavement ◽  
T Test ◽  
Pavement Design ◽  
Damage Analysis ◽  
Confidence Limits ◽  
Tire Pressure ◽  
Design Guide

A damage analysis was conducted on a spring weight restricted flexible pavement to quantify the effects of reduced tire pressure on pavement life and to compare the damage predictions from the Asphalt Institute (AI) and the Mechanistic Empirical Pavement Design Guide (MEPDG) models. The models were used to predict the number of repetitions to fatigue and rutting failure at three maximum loads and at high and low tire pressures. Based on the results, the AI and MEPDG predictions were statistically different for both fatigue cracking and rutting damage, based on the t-test at 95% confidence limits. The AI model predicted 31% lower fatigue damage than the MEPDG, but 56% higher rutting damage. However, both models produced similar trends in predicting the relative effects of reduced tire pressure and load levels on pavement life. The methodology and results of the analysis are presented in this paper.

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