Abstract
The evaluation of the bearing capacity of asphalt pavements is usually performed by analysing the deflections measured by a Falling Weight Deflectometer (FWD). The deflection changes with the pavement temperature. In evaluation is necessary to consider the thermal gradient of pavement and perform the temperature correction. The article contains an analysis of effects of the pavement temperature on FWD results on the long-term monitored sections. The temperature correction was performed on measured deflections or back-calculated elasticity moduli. The moduli recalculated to the temperature of 20 °C according to both procedures were similar. Comparison of moduli determined by recalculation to moduli backcalculated from the deflection bowls measured at the temperature of 20 °C, has proven smaller differences for the moduli determined from the deflection bowl corrected to the temperature of 20 °C.
Highlights
Asphalt layers of flexible pavements contain a bituminous binder that is sensitive to temperature changes occurring in a pavement due to air temperature changes
Temperature correction of back-calculated moduli or measured deflections to the reference temperature of 20 °C was performed using temperature correction coefficient derived from regression curves
Temperature correction coefficients applied on a measured deflection bowl were determined only for the sensors with spacing up to 900 mm from the load axis, since it was found out that the temperature has marginal effect on deflections measured by more distanced sensors
Summary
Asphalt layers of flexible pavements contain a bituminous binder that is sensitive to temperature changes occurring in a pavement due to air temperature changes. A deflection measured in one place in a different time will have different values This has to be considered in diagnostics and evaluation of asphalt pavement bearing capacity. As the average temperature of asphalt layers should be determined at every diagnostic point, a non-destructive method, based on the surface temperature of pavement and temperature gradients during the day, is optimum for its determination. The first is the temperature corrections of deflections, which are subsequently used for backcalculation of elasticity moduli. The method of the elasticity moduli temperature correction is described in numerous publications, e. An extensive overview of models for the temperature correction of the asphalt layers elasticity moduli by different authors is shown in [2]. As the two mentioned approaches can lead to different outputs, the aim of the presented study was to investigate differences in the back-calculated moduli recalculated to the reference temperature of 20 °C using both approaches
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