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- W2240348569 abstract "The study aim is to use implicit-dynamic analyses and three dimensional finite element (FE) models for dynamic flexible pavement responses to various tire loadings quantification. This research goes beyond presenting conclusions to satisfy this objective-it raises valid questions and presents theories about bottom-up fatigue cracking and its initiations. Study considerations included three wheel loads (35.5 kN, 45.5 kN, and 53.5 kN), a tire pressure of 720 kPa, a wide-base tire (455/55R22.5), a dual-tire assembly (75/80R22.5), and two tire configurations. The study used pavement designs including three designs with hot-mix asphalt (HMA) thicknesses of 76, 152, and 305 mm and a typical interstate highway. There was simulation of two vehicle speeds (eight and 105 km/hr). Field-measured responses at the Virginia Smart Road were compared to calculated pavement responses. Study conclusions included that critical pavement response prediction occurs at low vehicle speed (8 km/hr) at high (40 degrees C) or intermediate (25 degrees C) temperatures, given that vehicle dynamics are not changing and pavement surface is smooth. Responses included vertical shear strain in HMA and tensile strains at the bottom of the HMA. For tensile strains at the bottom of HMA (38 mm from the surface) and vertical shear strains near the HMA surface under high speed (105 km/hr) at low HMA temperature (5 degrees C) resulted in greater response magnitudes than at low speed (8 km/hr). The transient moving loading high loading frequency (high speed), may exert, at low temperature (5 degrees C) higher inertia forces and acceleration to the pavement system responses than those at the low speed. Research shows that what is referred to as bottom-up fatigue cracking may be the result of vertical shear strains near the surface, while top-down cracking could be the result of surface tensile strains near the tire-edge rib. The study questions bottom-up fatigue cracking validity in relatively thick pavements as a result, and suggests that there may be initiation of these cracks at 50-100 mm below the HMA surface. This study's most important implication is that a fresh investigation of where these cracks are actually initiated is encouraged, and suggests that a primary pavement cracking distress cause may be near-surface cracking." @default.
- W2240348569 created "2016-06-24" @default.
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- W2240348569 date "2008-01-01" @default.
- W2240348569 modified "2023-09-27" @default.
- W2240348569 title "The Truth and Myth of Fatigue Cracking Potential in Hot-Mix Asphalt: Numerical Analysis and Validation (With Discussion)" @default.
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