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Journal articles on the topic 'Axle Loads'
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1
Zhang, Mengxi, Xiaoqing Zhang, Lei Li, and Chengyu Hong. "Experimental study on dynamic response of model shield tunnel induced by moving-axle loads of subway train." International Journal of Distributed Sensor Networks 14, no. 10 (2018): 155014771880278. http://dx.doi.org/10.1177/1550147718802785.
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A new testing method was introduced to apply moving-axle loads of a subway train on a track structure. In order to investigate the dynamic responses of the shield tunnel subjected to moving-axle loads, a series of laboratory model tests were conducted in a 1/40 scale model tunnel. The influences of the axle load, the wheel speed, and the cover depth of the shield tunnel on the vertical displacement and acceleration of the lining were presented and discussed. Parametric studies revealed that the vertical displacement–time history of the lining presents a “W” shape due to the combined action of two axles of a bogie. The peak value of the vertical displacement increased with the axle load linearly, while it decreased with the increase in the cover depth. Moreover, response time of the displacement decreased with the increase in the wheel speed, but the peak values remained stable at the same level. Finally, a three-dimensional dynamic finite element model was adopted to simulate the movement of the axle loads and calculate the responses of the lining. The numerical results analysis agrees well with experimental results.
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Hutchinson, B. G. "Pavement damage implications of Ontario Bridge Formula axle group weight limits." Canadian Journal of Civil Engineering 16, no. 5 (1989): 693–97. http://dx.doi.org/10.1139/l89-103.
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The Ontario Bridge Formula (OBF) is the basis for the regulation of highway truck weights in Ontario. Allowable loads on tandem and tridem axle groups increase with increasing axle group spread. Analyses of the moments induced in simple-span bridges by the allowable axle group loads show that the moments increase with the increasing loads allowed on wider axle spreads. Pavement damage load equivalency functions developed from the Canroad pavement test series are used to estimate the. pavement damage impacts of these allowable axle loads. Relative pavement damage is shown to increase by 50% for the range of loads allowed on tandem axle groups and by 125 % for the load range allowed on tridems. If equal pavement damage were used for regulating axle group loads, then the range allowed for tandems would be 15 400–16 500 kg, instead of the OBF-allowed 15 400–19 000 kg; and 19 100–20 000 kg, instead of the OBF-allowed 19 500–28 600 kg, for tridems. Key words: highway bridges, highway pavements, bridge loads, trucks, load equivalencies.
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Jagiełowicz-Ryznar, C. "Dynamic Axle Load of an Automotive Vehicle When Driven on a Mobile Measurement Platform." International Journal of Applied Mechanics and Engineering 19, no. 3 (2014): 585–97. http://dx.doi.org/10.2478/ijame-2014-0040.
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Abstract An analysis of the dynamic axle load of an automotive vehicle (AV) when it is driven on a mobile measurement platform is presented in this paper. During the ride, the time characteristic of the dynamic force N(t), acting on the axle, was recorded. The effect of the vehicle axle mass on the maximum dynamic force value and the dynamic coefficient were studied. On this basis it was attempted to calculate the total vehicle’s weight. Conclusions concerning the dynamic loads of the vehicle axles in relation to the reduced axle mass, were drawn. The optimal axle mass value, for which the dynamic coefficient reaches a minimum, was calculated
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Sun, Ji Shu, Tian Xiao, Chun Feng Yang, and Jian Cheng Sun. "Study on the Axle Load Conversion Formula for Asphalt Pavement Based on Actually Measured Deflection Equivalent." Applied Mechanics and Materials 97-98 (September 2011): 271–74. http://dx.doi.org/10.4028/www.scientific.net/amm.97-98.271.
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Vehicle load is one of the most important factors influencing service performance and service life of pavement. In the pavement design and analysis, different axle loads need be conversed to the standard axle load based on the equivalent deterioration principle of pavement. Pavement surface deflection values under different axle loads have been measured on several expressways in this paper. The correlation relationships between deflection and axle loads are analyzed. The regularity of deflection and axle conversion index based on deflection equivalent are analyzed, too. The axle conversion formula based on deflection equivalent for asphalt pavement is regressed according to the actually measured deflection data. This research achievement can provide us with a reliable axle load conversion method for asphalt pavement design.
5
Hutchinson, B. G., L. R. Rilett, R. Green, and R. C. G. Haas. "Axle load shifts during truck braking and their implications for bridge and pavement design." Canadian Journal of Civil Engineering 16, no. 2 (1989): 113–18. http://dx.doi.org/10.1139/l89-026.
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The axle load shifts of four truck types during braking are estimated using theoretical braking models and the implications of these axle load shifts for bridge and pavement design are explored. The truck types examined are a three-axle straight truck, a five-axle tractor semi-trailer, a seven-axle tractor semi-trailer with two air-lift belly axles, and a seven-axle B-train tractor-double trailer, each loaded to legal Ontario limits with weigh-out commodities. Each of the truck types experienced a substantial load transfer to the front steering axles under braking, mainly from the rear tandem axle groups, where the front axle load increase varied from 38 to 48%. The bridge design implications of the load shifts are examined in terms of the Ontario Bridge Formula and the moments induced in simple-span bridges compared with the moments induced by a reference design truck. For the braking model used, the decelerations and associated shifts in axle load do not lead to higher forces for bridge design and evaluation. The pavement damage implications are analyzed in terms of load equivalency functions derived from some load tests conducted at a number of pavement sites across Canada in 1986. These equivalencies increased up to 50% of the static values for the three-axle truck at maximum braking. It is suggested that the major damage implications are at intersections in urban areas and that increased structural sections could be designed to handle the increased equivalencies. Key words: bridge design, pavement design, truck braking, truck loads, pavement damage, bridge damage.
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Fernando, Emmanuel, Wenting Liu, and Joe Leidy. "Analysis Procedure for Load-Zoning Pavements." Transportation Research Record: Journal of the Transportation Research Board 1860, no. 1 (2003): 117–25. http://dx.doi.org/10.3141/1860-13.
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Most load-zoned roads in Texas are still posted with a gross vehicle weight limit of about 260 kN, corresponding to the legal load limit at the time these roads were designed and built. Since the load from a vehicle is transmitted to the pavement through its axles, establishing load limits based on axle load and axle configuration is a more rational approach than the one currently used. In recognition of the need for a better methodology of load-zoning pavements, the Texas Department of Transportation funded a project to develop a procedure for evaluating load restrictions on the basis of axle load and axle configuration. Research efforts conducted at the Texas Transportation Institute led to the development of the Program for Load-Zoning Analysis (PLZA), which pavement engineers may use to evaluate the need for load restrictions and to determine, as appropriate, the single- and tandem-axle load limits based on a user-prescribed reliability level. To predict the induced pavement response under surface wheel loads, PLZA uses a layered elastic pavement model that permits users to characterize pavement materials as linear or nonlinear. The predicted horizontal strain at the bottom of the asphalt layer and the vertical strain at the top of the subgrade are used to evaluate pavement performance. To combine the effects of different axle loads and axle configurations, PLZA uses Miner’s hypothesis of cumulative damage to predict service life and the probability of pavement failure within a prescribed analysis period. The methodology for load-zoning is described, and its application using data collected on in-service pavements is demonstrated.
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Miškinis, Dainius, and Vytautas Lingaitis. "MAINTENANCE COSTS OF ROAD PAVEMENT AND MOTOR VEHICLES ON THE ROUTE VILNIUS – KAUNAS – KLAIPEDA." TRANSPORT 21, no. 2 (2006): 131–34. http://dx.doi.org/10.3846/16484142.2006.9638054.
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The article describes the impact of axle loads of vehicles on the road pavement. Pavement deterioration intensity and the charge imposed on vehicles the axle load of which exceeds the set norm are analyzed on the road under investigation according to the results of weighing axle loads of vehicles as well as appropriate calculation methodologies. The work presents regressive equations according to which maintenance costs of vehicles can be predicted taking the condition of pavement into consideration.
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Papagiannakis, A. T., K. Senn, and H. Huang. "On-Site Calibration Evaluation Procedures for WIM Systems." Transportation Research Record: Journal of the Transportation Research Board 1536, no. 1 (1996): 1–11. http://dx.doi.org/10.1177/0361198196153600101.
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The feasibility of two methods for evaluating and calibrating weigh-in-motion (WIM) systems is explored. The first method uses a combination of test trucks and vehicle simulation models. The computer model VESYM was used for the simulations. The models for the test trucks were calibrated using acceleration measurements on board the vehicles. Although, this approach does not allow calculation of the discrete value of the dynamic axle load over WIM sensors, it can be used effectively in establishing the extent of variation at a particular WIM site. This information leads to an effective WIM system calibration method. The second method for calibrating WIM systems compares static and dynamic axle loads of vehicles through automatic vehicle identification (AVI). The AVI facilities developed for the Heavy Vehicle Electronic License Plate project on the I-5 corridor was used for this purpose. The static axle load of AVI-equipped vehicles was obtained from the Oregon Department of Transportation for two sites, Woodburn southbound and Ashland northbound. The WIM load data were obtained from Lockheed IMS for all the AVI-equipped WIM systems on the I-5 corridor. The data were analyzed to match AVI numbers, dates, and times of weighing. Time limits for traveling between sites were established to ensure that trucks could not stop and load or unload cargo between sites. Errors were calculated as the percentage difference between WIM and static loads for individual axles and axle groups. Calibration factors were derived to minimize the residual sum of squares of the errors.
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Allen, R. F. "Weight Distribution of Liquid Loads in Road Tankers." Proceedings of the Institution of Mechanical Engineers, Part D: Transport Engineering 202, no. 3 (1988): 211–14. http://dx.doi.org/10.1243/pime_proc_1988_202_175_02.
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Axle loads for laden road tankers depend upon the configuration of the liquid tank. The paper determines the location of the centre of gravity of a liquid load in a tilted cylindrical barrel tank with dished and flanged ends and shows how the centre of gravity varies with the amount of liquid carried. The calculation permits greater accuracy in the determination of axle loads.
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Harrison, Rob, Luis A. Sanchez-Ruiz, and Clyde E. Lee. "Truck Traffic Crossing Texas–Mexico Border." Transportation Research Record: Journal of the Transportation Research Board 1643, no. 1 (1998): 136–42. http://dx.doi.org/10.3141/1643-17.
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U.S.-Mexico trade continues to grow strongly, with much of the non-petroleum surface trade moving by truck. Trade flows through a number of key ports-of-entry at the southern border, and future truck traffic has raised concerns over infrastructure needs, congestion, and safety. Although it was known that Mexican trucks are frequently overloaded, little data were available to show whether this extended to trade movements at the border. This paper reports the results of a research study commissioned by the Texas Department of Transportation and represents the first comprehensive analysis of truck axle loads undertaken at the southern Texas border. Weigh-in-motion systems were installed at the Laredo and El Paso ports-of-entry. WIM data for 1995 show that 25 percent (El Paso) and 35 percent (Laredo) of the observed tandem-axle loads on loaded northbound five-axle trucks (three-axle tractor with tandem-axle semi-trailer) exceeded the U.S. limit (15.4 Mg). This truck type comprised about 80 percent at El Paso and 70 percent at Laredo of all observed weekday northbound border-crossing trucks. In 1995, 80 percent at El Paso and 87 percent at Laredo of the observed tridem-axle loads on loaded six-axle (three-axle tractor with tridem-axle semi-trailer) trucks exceeded the U.S. limit (19 Mg). This truck type, however, typically comprised only 43 trucks per weekday (3 percent of loaded trucks) at Laredo and 13 (2 percent) at El Paso. The occurrence of overloads on tridem axles was reduced substantially at one port-of-entry when the Texas Department of Public Safety temporarily applied enforcement activities in the Customs yard at the Laredo port-of-entry. The WIM technologies worked well under unusual conditions and indicated that they can possibly be used to aid enforcement of size and weight regulations when the next phase of the North American Free Trade Agreement is implemented.
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Ma, Shi Jie, and Xiao Ming Huang. "Response of Perpetual Pavement under Different Axle Heavy Truck." Advanced Materials Research 838-841 (November 2013): 1173–81. http://dx.doi.org/10.4028/www.scientific.net/amr.838-841.1173.
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To investigate suitability of the perpetual pavement under ultra-heavy loads, a test road was constructed on expressway in Shandong province of China. There were five pavement structures include semi-rigid asphalt pavement, each was instrumented with gages for measuring the strains of asphalt base layer, the vertical stress of subgrade, temperature of asphalt layers. The analysis of the strain data indicated that the strain values are affected by the temperature, the vehicle load, axle type, and the pavement structure combination. To research the response of different structure, tested different axle and load at different temperature, then different pavement response models were developed that accounts for layer thickness, axles load, pavement temperature and equivalent modulus of pavement foundation. The models provides good references under heavy vehicle loading and China local climate, it will be useful for perpetual pavement design.
12
Paulsson, B., H. Kellner, and L. Öström. "Increasing axle loads on railway bridges." Stahlbau 67, no. 8 (1998): 667–71. http://dx.doi.org/10.1002/stab.199802240.
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Luo, Jiao, Shuci Wang, Xintian Liu, and Shuanglong Geng. "Fatigue life prediction of train wheel shaft based on load spectrum characteristics." Advances in Mechanical Engineering 13, no. 2 (2021): 168781402199215. http://dx.doi.org/10.1177/1687814021992153.
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Based on the analysis of load spectrum data, the loading sequence and the interaction between loads are considered, a fatigue life prediction model based on load spectrum is proposed. The load spectrum is preprocessed and the probability density function of mean and amplitude are fitted. The running condition of the train is analyzed, the one-dimensional program load spectrum of wheel and axle load is constructed by extrapolating the load spectrum. According to the modified fatigue cumulative damage method, the fatigue life of the axle is predicted with the one-dimensional program load spectrum. The relevant factors that affect the strength of the part are fully considers in the model. It more accurately reflects the objective facts of the component fatigue process. The result has more engineering reference significance and it provides a theoretical basis for the design and manufacture of train axles and ensuring safe operation.
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Wang, Yi, and Wei Lian Qu. "Multi-Axle Moving Train Loads Identification by Using Fuzzy Pattern Recognition Technique." Applied Mechanics and Materials 29-32 (August 2010): 1307–12. http://dx.doi.org/10.4028/www.scientific.net/amm.29-32.1307.
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Identification of multi-axle moving loads on bridge is very important for bridge design, construction, and maintenance in engineering field. It is complicated and time consuming to identify the multi-axle moving train loads with general identification methods and far away from practical practice. Based on the theory of fuzzy pattern recognition, the fuzzy pattern recognition method for multi-axle moving train loads identification on bridge is presented in this paper. The multi-axle moving loads pattern library on a simply supported bridge is established with numerical methods. Effect of measurement noise on the proposed method is investigated in three situations. The results show that the proposed identification method has a certain resistance to measurement noise and can realize moving train loads identification with high accuracy.
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Zhou, Deng Wen, and Rong Jin Wang. "Analysis of Perpetual Asphalt Pavement Response under Heavy Loads in Northeast Area of China." Advanced Materials Research 838-841 (November 2013): 1203–15. http://dx.doi.org/10.4028/www.scientific.net/amr.838-841.1203.
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Severe rutting, cracks and moisture damage are presented on conventional semi-rigid base asphalt pavements not long after completed in China. This phenomenon indicates that conventional philosophy on pavement design could not meet more and more frequent and heavy vehicle. With high structural capacity for high traffic volume and heavy loads, the Perpetual Asphalt Pavements (PAPs) solve those problems well. Meanwhile they need minimal or no major structural rehabilitation and/or reconstruction exercises in their life, which ensures low user-delay. Three PAPs, including semi-rigid base asphalt pavement, flexible base asphalt pavement, and combined base asphalt pavement, are put forward for the northeast area in China considering its climate, traffic characteristic. Finite element method is utilized to analyze response of PAPs under heavy loads. Two key factors, i.e. tensile horizontal strains at the bottom of asphalt layers and compressive vertical strains are investigated. Also the capacities of the structures on bearing overloading are estimated. Four types of wheel and axle, including single axle and single tire, single axle and dual tires, dual axles and dual tires, and tri axles and dual tires are adopted in finite element models. The shapes of tire-pavement contact area are either circular or rectangular to simulate standard load or overloading respectively. When rectangular shapes are adopted, the contact area sizes and the distribution of pressure are varied. Conventional asphalt concrete and high modulus asphalt concrete are adopted. Simulations are done. The competences of the three pavement structures on fulfilling long lives are evaluated.
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Hu, Ming Wu, Yi Na Wang, and Hai Tao Su. "Perpetual Asphalt Pavement Response Analysis on under Heavy Loads in Northeast Area of China." Advanced Materials Research 753-755 (August 2013): 657–62. http://dx.doi.org/10.4028/www.scientific.net/amr.753-755.657.
Full textAbstract:
Severe rutting, cracks and moisture damage are presented on conventional semi-rigid base asphalt pavements not long after completed in China. This phenomenon indicates that conventional philosophy on pavement design could not meet more and more frequent and heavy vehicle. With high structural capacity for high traffic volume and heavy loads, the Perpetual Asphalt Pavements (PAPs) solve those problems well. Meanwhile they need minimal or no major structural rehabilitation and/or reconstruction exercises in their life, which ensures low user-delay.Three PAPs, including semi-rigid base asphalt pavement, flexible base asphalt pavement, and combined base asphalt pavement, are put forward for the northeast area in China considering its climate, traffic characteristic. Finite element method is utilized to analyze response of PAPs under heavy loads. Two key factors, i.e. tensile horizontal strains at the bottom of asphalt layers and compressive vertical strains are investigated. Also the capacities of the structures on bearing overloading are estimated. Four types of wheel and axle, including single axle and single tire, single axle and dual tires, dual axles and dual tires, and tri axles and dual tires are adopted in finite element models. The shapes of tire-pavement contact area are either circular or rectangular to simulate standard load or overloading respectively. When rectangular shapes are adopted, the contact area sizes and the distribution of pressure are varied. Conventional asphalt concrete and high modulus asphalt concrete are adopted. Simulations are done. The competences of the three pavement structures on fulfilling long lives are evaluated.
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On Tam, Weng, and Harold Von Quintus. "Use of Long-Term Pavement Performance Data to Develop Traffic Defaults in Support of Mechanistic-Empirical Pavement Design Procedures." Transportation Research Record: Journal of the Transportation Research Board 1855, no. 1 (2003): 176–82. http://dx.doi.org/10.3141/1855-22.
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Traffic data are a key element for the design and analysis of pavement structures. Automatic vehicle-classification and weigh-in-motion (WIM) data are collected by most state highway agencies for various purposes that include pavement design. Equivalent single-axle loads have had widespread use for pavement design. However, procedures being developed under NCHRP require the use of axle-load spectra. The Long-Term Pavement Performance database contains a wealth of traffic data and was selected to develop traffic defaults in support of NCHRP 1-37A as well as other mechanistic-empirical design procedures. Automated vehicle-classification data were used to develop defaults that account for the distribution of truck volumes by class. Analyses also were conducted to determine direction and lane-distribution factors. WIM data were used to develop defaults to account for the axle-weight distributions and number of axles per vehicle for each truck type. The results of these analyses led to the establishment of traffic defaults for use in mechanistic-empirical design procedures.
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Artiomov, Mykola, Dmytro Klets, Volodymyr Boldovskyi, Andrii Makovetsky, and Kateryna Kostyk. "The Influence of the Driving Speed and Vertical Acceleration of the Mobile Machine on the Change of Soil Packing." International Journal of Engineering & Technology 7, no. 4.3 (2018): 179. http://dx.doi.org/10.14419/ijet.v7i4.3.19730.
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The article deals with the processes of changing the vertical forces acting on the propulsion of mobile machines, causing soil compaction when changing the driving speed and vertical accelerations of a mobile machine moving on a deformable soil. The influence of parameters and characteristics of the running gear system of the wheeled tractor, as well as the traction load on the value of vertical accelerations when moving along the soil, is determined. The dependence of the influence of vertical accelerations on the dynamic loads on the axle of the tractor front and rear axles is determined. The dependence of the soil density variation caused by the action of dynamic loads from the propulsion of the tractor front and rear axles has been determined.
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Wu, Zhong, Mustaque Hossain, and Andrew J. Gisi. "Performance of Superpave Mixtures Under Accelerated Load Testing." Transportation Research Record: Journal of the Transportation Research Board 1716, no. 1 (2000): 126–34. http://dx.doi.org/10.3141/1716-15.
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The performances of two Superpave® test sections, constructed with 12.5 mm (0.5 in.) nominal maximum size Superpave mixture (SM-2A) with varying percentages of river sand at the Kansas Accelerated Testing Laboratory (K-ATL), are described. A 150-kN (34-kip) tandem axle with dual wheels and 620-kPa (90-psi) tire pressure was used for loading. After 10,000 repetitions, the sections were loaded by 160-kN (36-kip), 150-kN (34-kip), and 144-kN (32.5-kip) tandem axles and 98-kN (22-kip), 90-kN (20-kip), and 80-kN (18-kip) single axles, for estimating relative pavement damage due to different axle loads and configurations. Critical pavement responses were measured on each test section with the transverse strain gauges and soil pressure cells under both K-ATL tandem axle and falling weight deflectomter (FWD) loads. The pavement responses were also estimated from a multilayer elastic analysis program, ELSYM5. Laboratory fatigue tests were conducted on the SM-2A beams. Fatigue and rutting damage analyses were then conducted. The results indicated very little fatigue damage on these sections. The Superpave mixtures appeared to be less susceptible to fatigue damage, presumably due to better aggregate structure and higher binder content than the traditional asphalt mixtures. Rutting on the section with 15 percent river sand was mainly due to consolidation of the SM-2A and/or other layers since no significant flow of the Superpave mixture was evident. The AASHTO load equivalency factors were found to be much higher than those calculated in this study.
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Lin, Boliang, Xingkui Li, Zexi Zhang, and Yinan Zhao. "Optimizing Transport Scheme of High Value-Added Shipments in Regions without Express Train Services." Sustainability 11, no. 21 (2019): 6108. http://dx.doi.org/10.3390/su11216108.
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In railway transportation, high value-added shipments in regions with large traffic volumes are generally delivered by express train services, since these freights need to be delivered in a short time. However, there are also high value-added shipments in areas where express train services are not available. If these freights are delivered by the traditional approaches (i.e., the freight cars are delivered to the adjacent classification yard by local trains, combined with other freight cars to form a train, and finally sent to the destination according to the transportation plan) with multiple reclassifications (a reclassification is when wagons are separated from their original train and then join another train in a classification yard), it will lead to delivery delays and economic losses to shippers and contribute to severe carbon emissions. In this context, this paper proposes an innovative method to deliver high value-added shipments in regions without express train services, which is called the method of reserving axle loads. The differences in assembling and transfer costs achieved by the method of reserving axle loads and traditional method are analyzed, especially the car-hours saved for the accumulation process of freight cars in a classification yard. Then, a corresponding mathematical model is established, which involves four scenarios: reserving axle loads for departing; reserving axle loads for arriving; reserving axle loads for both departing and arriving; and not reserving axle loads. Finally, the practicability and feasibility of the model was verified by two numerical experiments.
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Luong, Van Hai, Tan Ngoc Than Cao, J. N. Reddy, Kok Keng Ang, Minh Thi Tran, and Jian Dai. "Static and Dynamic Analyses of Mindlin Plates Resting on Viscoelastic Foundation by Using Moving Element Method." International Journal of Structural Stability and Dynamics 18, no. 11 (2018): 1850131. http://dx.doi.org/10.1142/s0219455418501316.
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Presented herein is a novel computational approach using the moving element method (MEM) for simulating the dynamic response of Mindlin plate resting on a viscoelastic foundation and subjected to moving loads. The governing equations and the element mass, damping and stiffness matrices are formulated in a convected coordinate system in which the origin is attached to the point of the moving applied load. Thus, the method simply treats moving loads as ‘stationary’ at the nodes of the plate to avoid updating the locations of moving loads due to the change of the contact points on the plate. To verify the accuracy of the proposed computational approach, static and free vibration analyses of plates are investigated first. Next, the dynamic response of plate resting on a viscoelastic foundation subjected to a moving load is examined. A parametric study is performed to determine the effects of the load’s velocity, foundation damping and foundation stiffness on the dynamic response of a plate. Finally, the comparisons of the dynamic response of plates resting on viscoelastic foundation and subjected to moving vehicles with three models of load (single-wheel, single-axle and tandem-axle) are discussed.
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Ma, Weibin, Jinfei Chai, Zifeng Zhu, et al. "Research on Vibration Law of Railway Tunnel Substructure under Different Axle Loads and Health Conditions." Shock and Vibration 2021 (June 28, 2021): 1–14. http://dx.doi.org/10.1155/2021/9954098.
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In this paper, 25-ton and 27-ton axle heavy trucks are used to carry out moving loading and dynamic real vehicle test on the cracked section, the intact section, and the repaired section of a railway tunnel foundation to test the dynamic performance of the tunnel basement structure with the change of axle loads and health conditions. By analyzing the influence law of dynamic response and fatigue life of heavy haul train under different basement conditions (intact, damaged, and repaired), the adaptability of railway tunnel equipment to freight trucks axle load is clarified. The results show that (1) the intact section of the tunnel can meet the normal operation of 25-ton and 27-ton axle load freight trains in good condition. (2) The normal operation of 25-ton and 27-ton axle load freight trucks is seriously affected by the cracked section of the tunnel. When the cracks in the tunnel basement are gradually hollowed out by groundwater, serious traffic accidents such as vehicle shaking and derailment are likely to occur. (3) The repaired section of the tunnel can meet the normal operation of 25-ton and 27-ton axle load freight trains after adopting the integrated comprehensive treatment of “Anchor-Injection-Drainage”. The research results will have reference significance for the condition assessment and disease treatment of the basement structure of the heavy haul railway tunnel.
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Petrov, Boris Sergeevich, and Alexander Valentinovich Galin. "Problems of transporting heavy containers by road transport in Russian Federation." Vestnik of Astrakhan State Technical University 2020, no. 1 (2020): 13–23. http://dx.doi.org/10.24143/1812-9498-2020-1-13-23.
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The article considers the problem of heavy cargo transporting as an integral part of functioning of industry in the country. The transportation of such types of cargo is regulated by the legislation related to the national transport infrastructure. There have been considered the ways of transporting heavy sea containers by road transport in the Russian Federation. Definitions of the divisible and indivisible cargo, the maximum mass of the road train have been given, the indicators of the maximum permissible mass of the vehicle and the axle load on the roads of Russia, approved by legislative acts of the Russian Federation, have been presented. The issues of the correct choice of freight vehicles and compliance with the rules for transportation of heavy cargo, in particular compliance with the permissible total weight and axle loads, have been considered. There has been proposed the method for calculating axle loads and the solution to the problem of redistributing axle loads by moving the seat of the towing vehicle, transporting a heavy sea container by train being used as the example. The obtained values make it possible to estimate the possibility of carrying heavy cargo without violating standards approved by the legislation of Russia
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Deesomsuk, Teerachai, and Tospol Pinkaew. "Effectiveness of Vehicle Weight Estimation from Bridge Weigh-in-Motion." Advances in Civil Engineering 2009 (2009): 1–13. http://dx.doi.org/10.1155/2009/312034.
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The effectiveness of vehicle weight estimations from bridge weigh-in-motion system is studied. The measured bending moments of the instrumented bridge under a passage of vehicle are numerically simulated and are used as the input for the vehicle weight estimations. Two weight estimation methods assuming constant magnitudes and time-varying magnitudes of vehicle axle loads are investigated. The appropriate number of bridge elements and sampling frequency are considered. The effectiveness in term of the estimation accuracy is evaluated and compared under various parameters of vehicle-bridge system. The effects of vehicle speed, vehicle configuration, vehicle weight and bridge surface roughness on the accuracy of the estimated vehicle weights are intensively investigated. Based on the obtained results, vehicle speed, surface roughness level and measurement error seem to have stronger effects on the weight estimation accuracy than other parameters. In general, both methods can provide quite accurate weight estimation of the vehicle. Comparing between them, although the weight estimation method assuming constant magnitudes of axle loads is faster, the method assuming time-varying magnitudes of axle loads can provide axle load histories and exhibits more accurate weight estimations of the vehicle for almost of the considered cases.
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QU, WEILIAN, YI WANG, and YONGLIN PI. "MULTI-AXLE MOVING TRAIN LOADS IDENTIFICATION ON SIMPLY SUPPORTED BRIDGE BY USING SIMULATED ANNEALING GENETIC ALGORITHM." International Journal of Structural Stability and Dynamics 11, no. 01 (2011): 57–71. http://dx.doi.org/10.1142/s0219455411003987.
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Identification of multi-axle moving train loads is very important for the bridge design, construction, and maintenance. This paper presents an optimization method for identification of multi-axle moving train loads on bridges, which minimizes differences between the measured deflections and the deflections reconstructed from the identified moving loads and has the merits of both the global searching properties of genetic algorithms and the local searching properties of simulated annealing algorithms. Effects of algorithm parameters and of bridge-train system parameters on the robustness and accuracy of the proposed method are investigated. The results show that the method is feasible, accurate, and effective for multi-axle moving train loads identification.
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Yu, Ling, and Tommy H. T. Chan. "Identification of Multi-Axle Vehicle Loads on Bridges." Journal of Vibration and Acoustics 126, no. 1 (2004): 17–26. http://dx.doi.org/10.1115/1.1641391.
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Both the time domain method (TDM) and frequency-time domain method (FTDM) are introduced and modified for the indirect identification of multi-axle vehicle loads from the bending moment responses of bridges. Two solutions to the over-determined set of equation involved in the identification methods are adopted. One is direct calculation of the pseudo inverse and another calculation of the pseudo inverse via the singular value decomposition technique for the ill-conditioned problems encountered. A few multi-axle vehicles were designed and constructed in the laboratory for validation purposes based on the ASSHTO standard specifications of highway bridges. Two kinds of frames between the tractor and trailer of trucks and, three types of vehicle suspension systems were simulated. Different multi-axle vehicle loads were identified from the measured bending moment responses of bridges under different operation condition in the laboratory. The effects of various vehicle and bridges parameters were evaluated. Comparative studies show that both TDM and FTDM methods involved in the moving force identification system (MFIS) are good identification methods and could efficiently identify the multi-axle vehicle loads on bridges.
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Kumar, S., and S. P. Singh. "Threshold Stress Criterion in New Wheel/Rail Interaction for Limiting Rail Damage Under Heavy Axle Loads." Journal of Engineering for Industry 114, no. 3 (1992): 284–88. http://dx.doi.org/10.1115/1.2899793.
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This paper presents a qualitative discussion of the effects of increasing new (initial) wheel-rail contact stresses on the degree of damage to the rail due to heavy axle loads. The importance and need of heavy axle loads and its relationship to rail damage as a result of the increasing wheel-rail contact stresses is discussed. Various mechanisms of energy absorption/losses due to free rolling and modes of rail damage are presented. These modes include surface and internal damage due to wear, contact shear, plasticity, fatigue, shelling, crack formation, etc. The concept of threshold stress observed in free rolling friction much earlier by Drutowski is discussed and analyzed. It is believed by the authors that the threshold stress is s material property. This concept of threshold stress, based on sharply increased rates of wear in free rolling contact, is then presented and analyzed. Considerations of increased plasticity-region development, due to increasing contact stresses and their relationship to increased rates of wear seen in experiments, is utilized to determine an upper bound of contact stresses for new wheel and rail under heavy axle load conditions. It is indicated that new wheel-rail profiles, which will achieve contact stresses below the threshold stress, will enable the U.S. railroads to carry heavy axle loads without serious future damage to the rails. It is concluded that a satisfactory solution for maintaining rail integrity under heavy axle loads is possible with proper design accompanied with laboratory experimentation for the new steels as they may be used in the rails.
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Khakimov, Shaukat, Erkin Fayzullaev, Azimjon Rakhmonov, and Rustam Samatov. "Variation of reaction forces on the axles of the road train depending on road longitudinal slope." E3S Web of Conferences 264 (2021): 05030. http://dx.doi.org/10.1051/e3sconf/202126405030.
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The article discusses the influence of the road longitudinal slope on variation in reaction forces on the wheels of the road train. The description of the longitudinal slope of the road and methods of its determination are given. The design diagram of the forces and moments acting on the road train during its movement uphill and downhill is presented. Equations for calculating the change in the load on the three axles of the road train, depending on the longitudinal slope of the road and the mode of movement, are presented. Based on the calculation results, graphs were constructed to illustrate the change in loads on three axles of the road train. The results show that the changes in the normal reactions on the front axle of the road train are significant, affecting the braking properties and driving safety of the vehicle. The scheme for calculating the variation in loads on the axles of a road train can be used to automatically adjust the braking forces between the wheels depending on the loads and thereby ensure traffic safety.
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Zhou, Yu Cun, Miao Zhong Sun, and Li Juan He. "Analysis and Optimization Design on Drive Axle Housing of Light Commercial Vehicle." Advanced Materials Research 753-755 (August 2013): 1314–17. http://dx.doi.org/10.4028/www.scientific.net/amr.753-755.1314.
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Drive axle housing is one of the major load-supporting components of trucks. This paper takes a drive axle housing of a light commercial vehicle as the research object. The model of the drive axle housing is established by Pro/E software, on the basis of this model, the finite element analysis is carried by ANSYS to get the results of stress and strain under the defined constraints and loads, to find the weak links in the design. Aiming at achieving the goal of the least weight, the permission stress and displacement are defined and the thickness of the drive axle housing is considered as the design variable to optimize the design. The result of optimization design provides a theoretical guidance for truck driving axle housing designing.
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Zhou, Ping Yu, and Ping Bo Wu. "Study on Fatigue Strength for Axle of High Speed EMU." Advanced Materials Research 479-481 (February 2012): 965–70. http://dx.doi.org/10.4028/www.scientific.net/amr.479-481.965.
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In the paper, Assessment and comparison analyses of fatigue strength for different axles of CRH2, CRH3 and CRH5 EMUs are conducted by applying the European standards and Japanese standards. The wheelset models of CRH2, CRH3 and CRH5 are set up by means of the finite element method. Static and fatigue strength of the axles are analyzed as well as the influence of the interference fit between wheel and axle on the contact pressure. To get accurate simulation of the dynamic loads on axles, mathematical models of CRH2, CRH3 and CRH5 EMUs are established by using the SIMPACK software, considering the nonlinearities in the EMU vehicle systems. The simulation is carried out according to the runtime table of the EMU in Beijing-Tianjin line. Stochastic irregularities of the track are considered in the dynamic simulation and the load history acted on wheelset is obtained. Based on the NSOFT software, the fatigue life of axles is predicted by applying appropriate fatigue life prediction methods.
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Jin, Zhibin, Bo Huang, Juanjuan Ren, and Shiling Pei. "Reduction of Vehicle-Induced Vibration of Railway Bridges due to Distribution of Axle Loads through Track." Shock and Vibration 2018 (September 12, 2018): 1–14. http://dx.doi.org/10.1155/2018/2431980.
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Short span railway bridges are prone to resonate caused by dynamic train axle loads, which were usually modeled as moving point loads on the bridge in many numerical studies. In reality, the axle weight of the train is a spread load for the bridge deck because of the transfer of the track structure. Previous numerical studies indicated that the spread axle load distributed through the track structure significantly reduces bridge responses compared to the point load model. In this study, the reduction effect is investigated analytically by solving the moving load problem for both the point load and the spread load cases. The analytical solution reveals that bridge responses from the spread load model can be obtained by filtering bridge responses from the point load model. The filter function is exactly the Fourier transform (FT) of the load spreading function. Based on this relationship, a reduction coefficient reflecting the load spreading effect on bridge responses is derived. Through numerical examples, the accuracy of this proposed reduction coefficient is validated not only for the moving load models but also for vehicle-bridge interaction (VBI) problems.
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SAWANGSURIYA, Auckpath, Thanongsak IMJAI, and Suphawut MALAIKRISANACHALEE. "Structural Responses of Flexible Pavement Subjected to Different Axle Group Loads." Walailak Journal of Science and Technology (WJST) 17, no. 12 (2020): 1356–66. http://dx.doi.org/10.48048/wjst.2020.10731.
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This study presents the structural responses of flexible pavement which were subjected to different axle group loads. Three types of axle group loads, e.g. single axle-dual wheel, tandem axle-dual wheel, and tridem axle-dual wheel, were applied over the field for the instrumented trial section. The corresponding structural responses were measured using a series of embedded instrumentations e.g. pressure cells, asphalt strain gauges, strain gauges, thermocouples, moisture sensors etc. A 3-dimensional (3-D) finite-element analysis (FEA) model and the multi-layer linear-elastic analysis (LEA) were developed to estimate structural responses which were then compared with the field measurement data. Both FEA and LEA assumed the pavement layer materials to be homogeneous, isotropic, and linear-elastic. The elastic moduli of pavement layers were determined from the falling weight deflectometer (FWD) based on the backcalculation procedure. Results from the analysis indicated that both FEA and LEA were in good agreement with the field measurement results with some exceptions for strains under the asphalt concrete surface.
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Yang, Hui, Weiming Yan, and Haoxiang He. "Parameters Identification of Moving Load Using ANN and Dynamic Strain." Shock and Vibration 2016 (2016): 1–13. http://dx.doi.org/10.1155/2016/8249851.
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Moving load identification is an important part of bridge structure health monitoring; accurate and reliable load data can be used to check the load of bridge design, and the load spectrum can provide a more practical basis for structural fatigue analysis. The method of the BP neural network is used in bridge moving loads identification. The numerical examples of identification of the axle loads of a two-axle vehicle moving on a simply supported bridge under various speeds and weights are carried out. The sensitivity of the bridge deflection and strain to moving loads is analyzed, and the influences of different activation function combinations and algorithm on network are discussed. The identification results of different load conditions are analyzed and the effect of noise is considered. Finally the rationality of the method is verified by experiments. It is shown that the indirect estimation of vehicle weight by BP neural network from dynamic responses is feasible.
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Buhari, Rosnawati, Munzilah Md Rohani, and Mohd Ezree Abdullah. "Dynamic Load Coefficient of Tyre Forces from Truck Axles." Applied Mechanics and Materials 405-408 (September 2013): 1900–1911. http://dx.doi.org/10.4028/www.scientific.net/amm.405-408.1900.
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This study aims to predict the Dynamic Load Coefficient (DLC) of tyre forces from truck axles. Dynamic Load Coefficient is frequently used to characterise the dynamic loads generated by axles. It is a simple measurement of the dynamic variation magnitude of the axle load, for a specific combination of road roughness and speed. Under normal operating conditions, the DLCs value is typically in the range of 0.05-0.3, and close to zero when the trucks wheels are moving over a perfectly smooth road. To achieve the objectives of this study, which is to determine the DLCs value for seven different types of axles, a simple validated quarter-truck model was excited by a random road surface profile, in order to simulate a vehicle-road interaction. Points are equally spaced along the simulated road to generate dynamic loadings over a broad range of truck speeds. Multiple trucks gross-weight conditions were used to present realistic traffic behaviour. The results showed that irregular road profiles, exciting the vehicle as it travelled, caused continually changing tyre forces. Also, dynamic loading was seen to be fundamentally influenced by the type of suspension (i.e., air and steel), loading condition, and vehicle speed. For example, the DLC value of the tyre forces of the quarter-truck fitted with a steel suspension was found to be more than twice that of the truck fitted with an air suspension. Tyre forces of the one-third laden truck were more aggressive than any other loading condition, due to the uncertain body-bounce generated by the truck, which was strongly dependent on surface irregularities. At low speed, the DLC was greatly decreased if the load was increased. Furthermore, DLC value was always lower for trucks with air suspension over steel suspension, for the same load and vehicle speed. However, air suspension efficiency was clearly better for higher axle loads.
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Ruiz, Manuel, Luis Ramírez, Fermín Navarrina, Mario Aymerich, and David López-Navarrete. "A Mathematical Model to Evaluate the Impact of the Maintenance Strategy on the Service Life of Flexible Pavements." Mathematical Problems in Engineering 2019 (May 30, 2019): 1–10. http://dx.doi.org/10.1155/2019/9480675.
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The structural failure of a flexible pavement occurs when the accumulated fatigue damage produced by all the vehicles that have passed over each section exceeds a certain threshold. For this reason, the service life of pavement can be predicted in terms of the damage caused by the passage of a single standard axle and the expected evolution of traffic intensity (measured in equivalent standard axles) over time. In turn, the damage caused by the passage of an axle depends on the vertical load exerted by the wheels on the pavement surface, as given by the technical standard in application, and the depths and mechanical characteristics of the layers that compose the pavement section. In all standards currently in application, the unevenness of the road surface is disregarded. Therefore, no dynamic effects are taken into consideration and the vertical load is simply given in terms of the static weight carried by the standard axle. However, it is obvious that the road profile deteriorates over time, and it has been shown that the increase in the pavement roughness, when considered, gives rise to important dynamic effects that may lead to a dramatic fall in the expected structural service life. In this paper, we present a mathematical formulation for the fatigue analysis of flexible pavements that includes the effects of dynamic axle loading. A pavement deterioration model simulates the sustained growth of the IRI (International Roughness Index) over time. Time is discretized in successive time steps. For each time step, a road surface generation model provides a profile that renders the adequate value of the IRI. A QHV (Quarter Heavy Vehicle) model provides the dynamic amplification function for the loads exerted on the road surface along a virtual ride. This function is conveniently averaged, what gives the value of the so-called effective dynamic load amplification factor (DLA); this is the ratio between the effective dynamic loading and the static loading at each time step. Finally, the damage caused by the passage of the standard axle can be evaluated in terms of the dynamic loading. The product of this damage times the number of equivalent standard axles gives the total fatigue damage produced in the time step. The accumulated fatigue damage at each moment is easily computed by just adding up the damage produced in all the previous time steps. The formulation has been implemented in the software DMSA (Dynamic & Maintenance Simulation App). This tool has been specifically developed for the evaluation of projects in applications for financing submitted to the European Investment Bank (EIB). DMSA allows for quantifying the expected structural service life of the pavement taking into account both the rise of the dynamic axle loads exerted by the traffic as the road profile deteriorates over time and the different preventive maintenance strategies to be taken into consideration.
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Fam, Amir, and Dustin Brennan. "The first rolling load simulator (ROLLS) for testing bridges in Canada and its application on a full-scale precast box girder." Canadian Journal of Civil Engineering 47, no. 9 (2020): 1011–26. http://dx.doi.org/10.1139/cjce-2019-0341.
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This paper describes the development of a unique rolling load simulator (ROLLS) for testing bridge superstructure with a footprint up to 4 m ×17 m, and its first application to test a full-scale 1220 mm ×900 mm ×16000 mm B900 prestressed concrete box girder. This facility at Queen’s University in Kingston, Ontario, is the first of its kind in Canada. ROLLS can apply cyclic loading in a controlled laboratory environment, under realistic highway scale ‘rolling wheel loads’, in lieu of the conventional ‘pulsating stationary loads’. It has two half-axles of a large tandem, each comprising a dual 1140 mm diameter air-inflated tires spaced at either 1.2 or 2.4 m. Each half-axle can apply up to 125 kN, representing the heaviest half-axle load of the CL-625 design truck of the Canadian Highway Bridge Design Code (CHBDC). The maximum travel range and speed are 14.9 m and 6 m/s, respectively. A case study involving analysis of a bridge with eight adjacent B900 box girders of 27.6 m span was carried out prior to experimentally testing one of the girders using ROLLS. Load distribution analyses were conducted using both (i) a finite element model of the full bridge under various CL-625 truck loading configurations and (ii) the CHBDC load distribution method, and both agreed well. Scaling analysis of the girder load share was then conducted to account for shortening it to 16 m to fit in the laboratory, resulting in two-115 kN ROLLS design loads, 1.2 m apart. Multiple passes were conducted at various loads of 40%–100% of the design load, at speeds of 1–5 m/s to examine the machine and girder behaviours. It was found that the applied load fluctuates by less than 10% of full capacity and a 0.13 s/cycle time lag occurs. The measured girder deflection and elastic strains were 11%–20% lower than predicted theoretically. With the two half-axles assembly spaced at 1.2 m, the apparatus has the ability to complete three million cycles in approximately 4.5 months if ran continuously at 5 m/s.
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Panesar, Daman K., and F. Michael Bartlett. "Assessment of precast stringer highway bridges using mean load method." Canadian Journal of Civil Engineering 33, no. 11 (2006): 1359–67. http://dx.doi.org/10.1139/l06-081.
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The mean load method of the Canadian Highway Bridge Design Code is used to evaluate the shear and bending moment reliability of existing precast "type G" stringer bridges in Alberta that date from the late 1950s. The overall stringer population is categorized into distinct subpopulations using bridge-specific factors, including the degree of deterioration and approach span condition, which are readily identified during a brief field visit or from inspection reports. Critical sections to be investigated for reliability resisting shear forces or bending moments are determined. The reliability indices decrease if the reinforcement is corroded or the bridge approach is not smooth, and the reduction of the maximum axle loads permitted by legislation due to these factors is quantified. For bridge subpopulations where the actual reliability index is less than the target value for current legal axle loads, the critical axle load for moment is less than that for shear. Therefore, if flexural distress is not noted during inspection of such structures, they are likely adequate for the actual loading they are subjected to.Key words: corrosion, deterioration, dynamic load allowance, mean load method, reliability, visual inspection.
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Kim, Sangjin, Andrej F. Sokolik, and Andrzej S. Nowak. "Measurement of Truck Load on Bridges in Detroit, Michigan, Area." Transportation Research Record: Journal of the Transportation Research Board 1541, no. 1 (1996): 58–63. http://dx.doi.org/10.1177/0361198196154100108.
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The objective of the study was to determine the actual truck loads on selected bridges in the Detroit, Michigan, area. Seven representative bridges were selected. The measurements were taken by using a weigh-in-motion system. For each measured truck, the record included vehicle speed, axle spacing, and axle loads. The variation in the accuracy of the gross vehicle weight (GVW) measurement was estimated to be ±5 percent and that of the axle weights was estimated to be ±20 percent for most types of trucks. Selected bridges were instrumented, and measurements were taken for 2 or 3 consecutive days. There was a considerable variation in traffic volumes and the weights of trucks, even within a given geographic area. The estimated average daily truck traffic varied from 500 to 1,500 in one direction. The maximum observed truck weights varied from 360 kN (81 kip) to 1100 kN (250 kip). The maximum observed axle weights varied from 90 kN (20 kip) to 225 kN (50 kip). The percentage of trucks exceeding the legal limits in Michigan varied depending on the road. The heaviest GVWs and axle weights were observed on Interstate highways. The largest percentage of overloaded trucks was observed for 11-axle vehicles. The maximum lane moments and shears from the trucks varied between 0.6 and 2.0 times AASHTO load and resistance factor design values. It was found that there are similarities in GVW and lane moment distributions.
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Sakhno, Volodymyr, Denis Popelysh, and Sergyi Tomchuk. "AUTOMATIC DETERMINATION OF THE PARTIALLY FILLED TANK VEHICLE COMBINATION BRAKING MODE." Avtoshliakhovyk Ukrayiny 264, no. 4 (2020): 33–39. http://dx.doi.org/10.33868/0365-8392-2020-4-264-33-39.
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The article considers the possibility of identification by automatic control systems of the braking mode of a vehicle combination with a partially filled tank. The algorithms of operation of modern vehicle stabilization systems are based on a reaction to approaching critical points of loss of stability, while the forces with which a fluid acts in a partially filled tank on a vehicle sometimes have a rapid rise when the speed or direction changes, which leads to a decrease in the efficiency of such systems. Automatic identification of the braking mode with a partially filled tank can make it possible to predict the negative consequences of fluid flow and carry out preventive manipulations to stabilize the vehicle until it actually approaches critical points of loss of stability. To solve the problem, a comparative analysis of changes in the magnitude of the normal reaction of the supporting surface on the axis of the vehicle combination during braking with a partially filled tank semi-trailer and an equivalent rigidly fixed load was carried out. Such an analysis showed that in the case of transportation of rigid cargo, the load on the axles of the vehicle combination varies linearly and in proportion to deceleration. In the case of a partially filled tank, the axle load varies non-linearly due to the trigonometric nature of the fluid movement relative to the tank. This feature allows you to distinguish between these modes. As a result, it was proposed to use an identifier that can detect the braking mode of a vehicle combination with a partially filled tank by determining the nature of the changes in axle loads. To calculate the identifier, the axle loads and vehicle acceleration over time are used, and data on the design features of the vehicle combination are not required. Keywords: vehicle combination, tank vehicle, partially filled tank, stability, braking.
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Zhang, Pei Ming, Le Qun Ma, and Wei Chun Zhang. "The Finite Element Analysis of Axle Housing." Applied Mechanics and Materials 707 (December 2014): 309–12. http://dx.doi.org/10.4028/www.scientific.net/amm.707.309.
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Firstly, a model is established in Pro/E and imported into ANSYS. Static analysis is done through imposed corresponding boundary condition and loads in the condition of fully load. And then, testing its strength can meet the requirements. At the same time, the modal analysis of the third to the tenth steps is carried out and gets the nature frequency under the driving axle housing’s Free State. The vibration performance is analyzed at last.
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Watson, W. F., and T. G. Matney. "Predicting Axle Loads on Trucks Hauling Tree-Length Logs." Southern Journal of Applied Forestry 9, no. 3 (1985): 157–61. http://dx.doi.org/10.1093/sjaf/9.3.157.
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Abstract A methodology for predicting legal weight of loads of tree-length stems on tractor-trailer trucks is presented, with examples. The technique uses tree profile equations to predict center of mass and weight of stems. Load distribution on axles is accomplished by simplifying a formula based on the method of moments. One finding shows that with overhang longer than 15 feet, rear axles become overloaded before the maximum gross weight is reached.
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Darenskiy, Oleksandr, Eduard Bielikov, Olexii Dudin, Alina Zvierieva, and Anatolii Oleshchenko. "Results of theoretical and experimental studies on determining the coefficient of subgrade reaction of sleepers for the conditions of main railways with axial loads of 30-35 tons per axle." MATEC Web of Conferences 230 (2018): 01003. http://dx.doi.org/10.1051/matecconf/201823001003.
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The article considers obtaining numerical values of the coefficient of subgrade reaction of wooden and reinforced concrete sleepers with axial loads up to 30-35 tons per axle. It has been concluded that using the rolling stock with axial loads of up to 35 tons per axle is necessary in order to ensure sustainable development of the railway complex. The performance of the railway track thus should be investigated in order to predict its operation in such conditions. Generally, such studies are performed using numerical methods. One of the parameters that are required for such calculations is the parameter which is commonly called the coefficient of subgrade reaction. Empirical dependencies of the coefficient of subgrade reaction of wooden and reinforced concrete sleepers on the axial load and on the operating conditions of the track have been obtained. The obtained results can be used in studies of the interaction dynamics of the track of main railways with rolling stock with axial loads of 30-35 tons per axle, which will give an opportunity to provide well-grounded recommendations on the rules for the arrangement and maintenance of the track in such conditions.
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González, Arturo, A. Thomas Papagiannakis, and Eugene J. O’Brien. "Evaluation of an Artificial Neural Network Technique Applied to Multiple-Sensor Weigh-in-Motion Systems." Transportation Research Record: Journal of the Transportation Research Board 1855, no. 1 (2003): 151–59. http://dx.doi.org/10.3141/1855-19.
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Weigh-in-motion (WIM) accuracy in measuring static axle loads is affected by vehicle dynamics and noise. Neural networks can identify underlying relationships, such as the spatial repeatability in axle dynamics, and can efficiently remove noise. Furthermore, they can adapt to changing circumstances (e.g., traffic characteristics, road profile, or sensor failure), unlike conventional WIM calibration algorithms. The paper performance of a multilayer feed-forward artificial neural network algorithm applied to a multiple-sensor WIM is analyzed. Numerical simulations of the axle forces applied on a smooth road profile are used to train, validate, and test the artificial neural network algorithm. This dynamic axle load variation is predicted with the vehicle simulation model VESYM. The mechanical parameters of the truck models and their speeds are randomly varied over a range established from real traffic measurements. Once the theoretical WIM data are obtained at the sensor locations, the measurements are artificially corrupted with noise up to the typical level of WIM accuracy. Details are given on the process of the neural network design, the size of the training sample, and the length of the training period. The artificial neural networks approach resulted in higher accuracy than the traditional average-based calibration method, especially at high noise levels. As a result, it shows promise for estimating static axle loads from multiple WIM measurements.
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Li, Dingqing, and David N. Bilow. "Testing of Slab Track under Heavy Axle Loads." Transportation Research Record: Journal of the Transportation Research Board 2043, no. 1 (2008): 55–64. http://dx.doi.org/10.3141/2043-07.
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Grits, Dmitriy Borisovich. "Influence of perspective loads on the axle box." Transport of the Urals, no. 1 (2018): 49–53. http://dx.doi.org/10.20291/1815-9400-2018-1-49-53.
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Nielsen, J. C. O., and A. Stensson. "Enhancing freight railways for 30 tonne axle loads." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 213, no. 4 (1999): 255–63. http://dx.doi.org/10.1243/0954409991531191.
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Zhu, X. Q., and S. S. Law. "Dynamic axle and wheel loads identification: laboratory studies." Journal of Sound and Vibration 268, no. 5 (2003): 855–79. http://dx.doi.org/10.1016/s0022-460x(02)01557-2.
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Voorhees, W. B., G. W. Randall, and W. W. Nelson. "Crop response to high axle loads in Minnesota." Soil and Tillage Research 8 (November 1986): 326. http://dx.doi.org/10.1016/0167-1987(86)90355-7.
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Logsdon, S. D., R. R. Allmaras, W. W. Nelson, and W. B. Voorhees. "Persistence of subsoil compaction from heavy axle loads." Soil and Tillage Research 23, no. 1-2 (1992): 95–110. http://dx.doi.org/10.1016/0167-1987(92)90007-x.
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Law, S. S., J. Q. Bu, X. Q. Zhu, and S. L. Chan. "Vehicle axle loads identification using finite element method." Engineering Structures 26, no. 8 (2004): 1143–53. http://dx.doi.org/10.1016/j.engstruct.2004.03.017.
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