Analysis of dynamic vehicle loads using vehicle pavement interaction model

Park, Dae Wook; Papagiannakis, A. T.; Kim, In Tai

doi:10.1007/s12205-014-0602-3

Cited by 30 publications

(12 citation statements)

References 6 publications

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“…In general, dynamic pressure amplitude decreases dramatically with the increase of depth. This conclusion is consistent with the results of Park et al [30], Xia et al [31], and Feng et al [32]. Table 4 also demonstrates that the greatest attenuation ratio of dynamic pressure is 87% as depth increases from 0.19 m to 3.12 m. The dynamic pressure amplitudes are between 30 kPa and 50 kPa on the top of the up-embankment and are between 10 kPa and 20 kPa when the depth is 3.12 m.…”

Section: Effect Of Truck Loadingsupporting

confidence: 90%

“…The dynamic pressure amplitudes of measuring points in up-embankment and subembankment increase with the increase of truck speed. Park et al [30], Xia et al [31], and Feng et al [32] also found that dynamic pressure exhibited an increasing tendency with increasing truck speed. The possible reason is that high frequency vibrations are absorbed by soil and the vibrations with low frequency become the dominant vibrations gradually as the truck loading transfers from top to bottom.…”

Section: Effect Of Truck Loadingmentioning

confidence: 95%

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Field Measurement of Dynamic Compressive Stress Response of Pavement‐Subgrade Induced by Moving Heavy‐Duty Trucks

Zhang

Geng

et al. 2018

Shock and Vibration

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This paper presents the dynamic compressive stress response of pavement-subgrade induced by moving heavy-duty trucks. In order to study the distribution characteristic of dynamic pressure of pavement-subgrade in more detail, truck loadings, truck speeds, and dynamic pressure distributions at different depths were monitored under twenty-five working conditions on the section of Qiqihar-Nenjiang Highway in Heilongjiang Province, China. The effects of truck loading, truck speed, and depth on dynamic compressive stress response can be concluded as follows: (1) increasing truck loading will increase the dynamic pressure amplitude of subgrade-pavement and dominant frequencies are close to the characteristic frequencies caused by heavy-duty trucks at the speed of 70 km/h; (2) as truck speed increases, the dynamic pressure amplitudes of measuring points have an increasing tendency; the dynamic pressure spectrums are also significantly influenced by truck speed: the higher the truck speed, the wider the spectrum and the higher the dominant frequencies; (3) as depth increases, the dynamic pressure amplitudes of measuring points decrease rapidly. The influence of the front axle decreases gradually until disappearing and the compressive stress superposition phenomenon caused by rear double axles can be found with increasing depth.

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Section: Effect Of Truck Loadingsupporting

confidence: 90%

Section: Effect Of Truck Loadingmentioning

confidence: 95%

Field Measurement of Dynamic Compressive Stress Response of Pavement‐Subgrade Induced by Moving Heavy‐Duty Trucks

Zhang

Geng

et al. 2018

Shock and Vibration

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“…The other methodology is the decoupling method, which constructs the vehicle and pavement models separately, obtains the vehicle dynamic loads induced by road surface roughness, and then investigates the pavement dynamic response under vehicle loads. In the vehicle-pavement coupling method, the road surface roughness is usually simplified as a harmonic wave function because of the complexity of the model [1][2][3]. In the vehicle-pavement decoupling method, the vehicle load is simplified either as a harmonic load or as a moving constant load [4][5][6].…”

Section: Introductionmentioning

confidence: 99%

Effect Analysis of Vehicle System Parameters on Dynamic Response of Pavement

Xia

et al. 2015

Mathematical Problems in Engineering

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In order to study the damage of a semirigid pavement under vehicle loads with varied parameters, the random dynamic loads applied on the pavement by a running vehicle were computed with two degrees of freedom, quarter-vehicle model, and then a three-dimensional finite element analysis model of semirigid asphalt pavement was established. With the peak stress index of each pavement layer, the effect of varied vehicle parameters on pavement response was studied. The results indicated that the stress wave frequency of each pavement layer was similar to that of the dynamic random load, and, with increased pavement depth, the wave effect decreased. The pavement response increased with increased suspension stiffness and tire stiffness and decreased with increased suspension damping and tire damping. Furthermore, compared to the stiffness, the response variation induced by the damping was orders of magnitude lower. Compared with the traditional time response analysis method, the peak response analysis of the pavement structure was more scientific, rational, and intuitive, which could be useful for the study of vehicle-pavement interaction and road damage.

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“…According to the road testing, the average driving speed of the vehicle is 45 km/h, the road roughness coefficient S 0 = 2×10 -6 m, taking the dynamic load factor is 2.1 [31], calculates the dynamic load of the ME-Wheel as 36,015 N. The detailed calculation results are shown in Table 1. When the ME-Wheel is cornering, the force of the vehicle is shown in Fig.…”

Section: Fig 11 Pin Force Diagrammentioning

confidence: 99%