The article presents the comparison of measured and simulated dynamic responses of heavy vehicle which are indicated by road pavement unevenness. This unevenness was represented by speed control bumps, potholes and stochastic pavement unevenness. The objective simulations were realized through the medium Quarter- Car Simulation by means of application of simulated theory of dynamic systems. The reliability of used model was verificated with comparison of measured and simulated values of sprung mass T815 vehicle accelerations. In the article, there are presented courses of total vertical forces of Quarter-Car Simulation for the first, the second and the fourth classification degree of unevenness, which was considered through the world's respected parameter IRI (International Roughness Index). Obtained simulated dynamic effects of the vehicle on the pavement were used for modification of a relevant Slovak design method of asphalt pavements.
This paper aims to establish the interface conditions influence on the flexible pavement structures life. The methodology consists in using the interface constitutive model available in the Alizé calculation program to calculate the stresses and strains in the flexible pavement structures.
The design criteria related to limiting fatigue cracking of asphalt layers and permanent deformations at the subgrade level from the road bed are used to estimate the flexible pavement structures lifetime.
When calculating the critical stresses and strains, most mechanical design methods of the flexible pavement structures considers that the road layers at interfaces are perfect bonded or total unbonded.
Proper modeling of the interface binding condition is an important aspect in understanding the real behaviour of in-service flexible pavement structures.
Arch bridges were the first constructions with considerable spans built by man, due to the materials and technologies available at that time. Afterwards, these works of art have diversified and are now solutions used in countless situations, especially when crossing deep valleys.
Both their economic and architectonic aspects are hard to combat and have led to selecting this type of structure for more and more locations.
The paper will contain a brief presentation of some aspects regarding upper path concrete arch bridges composition and design methods. Also, it will have a case study regarding structural stresses over the different construction stages, and for several support hypotheses.
The case study will reflect the Crivadia viaduct, situated on DN 66, at km 150+672. The bridge has a main span of 59.20m and an overall height of 15.00m, serving a 7.80m wide carriageway and two 2.20m wide footways. It has a total length of 107.60m.
Based on the results of the case study, conclusions will be drawn regarding stress variation over the construction stages and under different support hypothesis, comparing these with the initial results.
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