Abstract
In Colombia it is common to design pavements using the AASHTO 93 method and to complement it with an elastic analysis of the deformations that cause fatigue and rutting; this has repercussions on the behavior of the structure since it does not take into account the viscoelastic behavior of the asphalt mixtures, In this research, a comparison of three structures at different velocity ranges is made to compare the variation in fatigue and rutting concerning the traditional method of analysis in Colombia and to analyze the differences that may occur in linear elastic analysis and viscoelastic analysis of rutting and fatigue.
Highlights
In Colombia, over the years, empirical methodologies have been used for the design of flexible pavement structures, such as the AASHTO 93 methodology [13], these designs have an empirical nature due to the design methodology was born from a large-scale test in the United States where through statistical analysis they determined pavement thicknesses from the recorded data and to an extent do not reflect the reality in the Colombian context where wheatear and traffic operating conditions may be different from those considered in the AASHTO Road Test.In Colombia, the empirical mechanistic methodology is used for the verification of AASHTO pavement designs, which is known as the rational design methodology for flexible pavements
In Colombia it is common to design pavements using the AASHTO 93 method and to complement it with an elastic analysis of the deformations that cause fatigue and rutting; this has repercussions on the behavior of the structure since it does not take into account the viscoelastic behavior of the asphalt mixtures, In this research, a comparison of three structures at different velocity ranges is made to compare the variation in fatigue and rutting concerning the traditional method of analysis in Colombia and to analyze the differences that may occur in linear elastic analysis and viscoelastic analysis of rutting and fatigue
In Colombia, most flexible pavement designs are carried out using the AASHTO 93 method to determine the thicknesses of the structure, and a check is made by the rational methodology in which stresses and strains are calculated at the bottom of the asphalt layer and above the subgrade to estimate the service life of the pavement due to fatigue and rutting, respectively, but only considering the linear elastic behavior of the asphalt
Summary
In Colombia, over the years, empirical methodologies have been used for the design of flexible pavement structures, such as the AASHTO 93 methodology [13], these designs have an empirical nature due to the design methodology was born from a large-scale test in the United States where through statistical analysis they determined pavement thicknesses from the recorded data and to an extent do not reflect the reality in the Colombian context where wheatear and traffic operating conditions may be different from those considered in the AASHTO Road Test. In Colombia, the empirical mechanistic methodology is used for the verification of AASHTO pavement designs, which is known as the rational design methodology for flexible pavements This methodology is based on the calculation of stress and strain to determine the fatigue and rutting life of asphalt pavement structures. This procedure is widely used in Colombia to design flexible pavements, compute layer thicknesses, and analyze strains related to fatigue and rutting in the pavement structure. Rutting can cause problems in the operating conditions of the road and it is not known what the impact of analyzing it only from an elastic perspective without considering the viscoelastic behavior of the asphalt material, variations in temperature or the frequency of load application can vary the dynamic modulus of the asphalt concrete affecting rutting behavior. Most analytical models used for the design of flexible pavements are based on a linear elastic theory which assumes that each layer is homogeneous, isotropic, linearly elastic with a constant modulus of elasticity and the surface layer is free of shear and normal stresses. [12] it is interesting to know the response of the asphalt pavement in terms of stresses and strains, considering viscoelastic theories to compare with traditional elastic linear methods
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