Load response and fatigue life of cement-stabilized macadam base structure considering dynamic and static load differences and tension-compression modulus differences

Xie, Nasi; Lv, Songtao; He, Yonghai; Wei, Lei; Pu, Changyu; Meng, Huilin; Ma, H.; Peng, Xinghai

doi:10.1016/j.conbuildmat.2023.132060

Cited by 5 publications

(2 citation statements)

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“…Due to the tire width of the loading device being 0.23 m, the moving load was set to a rectangle with a length of 0.23 m and a width of 0.23 m. The method of applying moving loads was referred to the literature [45].…”

Section: Establishment Of Finite Element Modelmentioning

confidence: 99%

“…From Figure 29a, it is demonstrated that the greatest longitudinal strain at the four characteristic points is arranged from large to small as C > D > A > B, and the response values are −41.89 µε, −40.43 µε, −23.49 µε, −28.14 µε. This phenomenon is because the characteristic point C is the wheel gap center of the road, which is squeezed by the wheel, resulting in the superposition effect of two-wheel actions [45], so the longitudinal strain of point C is considerable. Furthermore, it is apparent that the asphalt pavement is subject to the longitudinal compressive strain, with a progressive reduction in the longitudinal strain as depth increases.…”

Section: Longitudinal Strain Dynamic Responsementioning

confidence: 99%

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Comparative Study on the Dynamic Response of Asphalt Pavement Structures: Analysis Using the Classic Kelvin, Maxwell, and Three-Parameter Solid Models

He,

Lv,

Xie

et al. 2024

Buildings

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This study addressed the complex problems of selecting a constitutive model to objectively characterize asphalt mixtures and accurately determine their viscoelastic properties, which are influenced by numerous variables. Inaccuracies in model or parameter determination can result in significant discrepancies between the calculated and measured results of the pavement’s structural dynamic response. To address this, the research utilized the physical engineering principles of asphalt pavement structure to perform dynamic modulus tests on three types of high-content rubberized asphalt mixtures (HCRAM) within the surface layer. The research aimed to investigate the influencing factors of the dynamic modulus and establish a comprehensive master curve. This study also critically evaluated the capabilities of three viscoelastic models—the three-parameter solid model, the classical Maxwell model, and the classical Kelvin model—in depicting the dynamic modulus of HCRAM. The findings indicated a negative correlation between the dynamic modulus of the asphalt mixture and temperature, while a positive association exists between the loading frequency and temperature, with the impact of the loading frequency diminishing as the temperature increases. Notably, the three-parameter solid model was identified as the most accurate in describing the viscoelastic properties of the HCRAM. Furthermore, the dynamic response calculations revealed that most indexes in the surface layer’s dynamic response are highest when evaluated using the three-parameter viscoelastic model, underscoring its potential to enhance the pavement performance’s predictive accuracy. This research provides valuable insights into optimizing the material performance and guiding the pavement design and maintenance strategies.

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Section: Establishment Of Finite Element Modelmentioning

confidence: 99%

Section: Longitudinal Strain Dynamic Responsementioning

confidence: 99%