The Linear Viscoelastic Behavior of the Asphalt Mixture

to the Haversine Impulsive Dynamic Actions

Specific in Road Traffic

Polidor BRATU
University “Dunarea de Jos” of Galati
Research Center for Mechanics of the Machines and Technological Equipments Calea
Calarasilor nr. 29, 810017, Braila, Romania, icecon@icecon.ro

Gigel CĂPĂŢÂNĂ
University “Dunarea de Jos” of Galati
Research Center for Mechanics of the Machines and Technological Equipments Calea
Calarasilor nr. 29, 810017, Braila, Romania, gigel_florin_2006@yahoo.com
(Received 20 October 2009; accepted in revised form 13 March 2010)

Abstract: - In this work is analyzed the behavior of the asphalt mixture under the action of dynamic
traffic, and the contact between wheel and track is modeled as a dynamic excitation function of
haversine type.

Keywords: - Asphalt mixture, Haversine, Impulsive actions, Dynamic behaviour, Road traffic

1. INTRODUCTION contact patch area S0 = 0,125m 2 and the rigidity

This analysis starts from the real and practical coefficient k = 5,6 ⋅106 N m . The phase is
requirement of asphalt mixture behaviour evaluation ϕ = 350 , with tgϕ = 0, 7 , and the damping
under dynamic loads produced by intensive road Ns
traffic. This is an analitical approach of the proposed coefficient is c = 26 ⋅104 .
situation, that constitute the first point for a m
theoretical and experimental comparative study with For the mass m = 500 kg related to a single
the final purpose of knowing, understanding and wheel of a 20 t vehicle, the impulsive dynamic force
improvement of dynamic behaviour for two main is defined through the next expressions
directions:
F0 T
o the asphalt mixture as a main component of
the road structure;
F= (1 − cos ωt ) for 0 < t < (2)
2 2
o dynamic overloads (vibration) produced by T
road - wheel interaction on the traffic and F = 0 for < t < T (3)
devolved into the vehicle structure. 2
The dynamic effect of the heavy traffic vehicles
over the asphalt mixture shall be determined in the With the previous data it was analyzed the
first instance by instantaneous deformation and dynamic response and the dissipated energy.
dissipated energy with high values that exceed
acceptable limits. 2. THE DYNAMIC RESPONSE
In this case is analyzed the effect of the
impulsive haversine function with the expression Depending on the established excitation result
the time and frequency representations depicted in
Figure 1, respective in Figure 2.
F = F0 hav (ωt ) (1)
The movement equation for an asphalt mixture
element excited with an impulsive signal is
where F0 = 105 N , ω = 15 rad/s for a velocity of 1
mx&& + cx& + kx = F0 (1 − cos ωt ) (4)
50 km/h . 2
The mixture layer thickness is 15 cm and the for which the dynamic response at the instantaneous
longitudinal modulus E = 3 ⋅108 N m 2 , with the movement (in time domain) is depicted in Figure 3.

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 4 -4
x 10 x 10
10
3

2
6
Forta [N]

x [m]
4
1

0 0
0 0.2 0.4 0.6 0.8 1 0 2 4 6 8
Timp [s] Timp [s]
(a) Figure. 3 The system response in time -
displacement coordinates
4
x 10
10
The harmonical spectral analysis of the
displacement, achieved in frequency domain, is
8
represented by three lines at frequencies of 2,5; 5;
and 7,5 Hz, such as it is presented in Figure 4.
6
Forta [N]

4
3. THE DISSIPATED ENERGY

According to the spectral displacements

2
Aj , j = 1, 2,3 the dissipated energy is
0
0 2 4 6 8
Timp [s] W j = π cω j A2j , j = 1, 2,3 . (5)
(b)
Figure 1. The excitation function.
(a) the representation of singular haversine
function;
(b) multiple haversine functions defined on 8 s.

Figure. 4 The system response in frequency -

displacement coordinates

Developing the magnitudes Aj and replacing

them into the previous expression, result
Figure. 2 The spectral composition representation
of the excitation function πc ω j F0 2j
Wj = ⋅ (6)
k 2 ⎛ ω 2 ⎞2 c 2
⎜⎜1 − 2 ⎟⎟ + 2 ω j
j 2

⎝ p ⎠ R

In the previous relations, the spectral dissipated

energy correspond to the spectral lines at the

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frequencies f j or angular velocities ω j = 2π f j ,
with j = 1, 2,3 .
The total dissipated energy Wdisip become the
sum of all energies from the amplitude spectrum.
Hereby
n spectral values of the wheel - track contact
Wd = ∑ WJ (7)
j =1
or, for the supposed numerical example
3 and systematic understanding of the traffic
Wtot = ∑ W j = 0,88 J (8)
j =1
Taking into account the next expressions, the
dissipated power is
Wdisip
Pdisip = (9)
Δt
or, for the supposed numerical example
Pdisip = 2,5 kW (10)
where Δt = 3,4 ⋅ 10 −4 s .
4. CONCLUSIONS
The conclusions of this study can be structured
as follows:
ƒ Utilization of haversine function was mainly
based on the experimental tests results, which
allow a comparative analysis between the real
data of a track shading and the computer
simulations with different mathematical
models. This mathematical function enable
smaller errors than the others.
ƒ The impulsive effect of the periodic haversine
excitation shows the appearance of some
additional spectral components compared with
the excitation pulsation.
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ƒ This effect leads both to the level increasing
of the considered load, and to the increasing of
the dissipated energy which was turned into
heat.
ƒ A realistic evaluation of the endurance
parameters can be expressed through the
stress and through the appearance of some
superficial cracks caused by the thermic
effects (as a direct result of the internal
dissipation of the heat).
ƒ This realistic evaluation leads to the elaborate
vehicle dynamics and their effect over the
track.
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