Theoretical and experimental approaches can be used to calculate approximately the elastic modulus of concretes. In the theoretical model, concretes are assumed to be a multi- phase system; thus, the modulus of elasticity is found as a function of the elastic behavior of its components. This is probable by modeling the concrete as a two-phase material, involving the aggregates and the hydrated
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Sti ness modulus (ITSM) and Marshall stability (MS) and quotient (MQ) damage characteristics of asphalt concretes. More recently, the modeling approach has been modified to consider the viscoplastic rate-dependent hardening-softening response of bituminous mixtures under compression [18-21]. A viscoelastoplastic formulation of the constitutive approach has also been developed [22,23
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The dynamic modulus (E ∗) of asphalt concrete is a fundamental parameter characterizing the flexible pavement performance.Estimation of E ∗ through predictive models can save in time, energy, and cost.. M5P model tree algorithm is used to develop a model for the estimation of the E ∗.. The developed model outperforms the previously developed models.
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However, the predicted modulus values of higher shelf region can become an artifact of the presumed upper asymptote due to any inaccuracies in estimation of the limiting maximum modulus value. In this study, DM tests were coupled with a series of ultrasonic pulse velocity (UPV)
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study uses the dynamic modulus of asphalt mixture, |E*|, as the asphalt material input in its pavement analysis [1], [2]. The concept of a dynamic modulus protocol was originally developed by Coffman and Pagen at Ohio State University in the 1960s [3] and this test was not implemented for payment design and analysis until recently [4]. The test can be applied in a uniaxial (triaxial) condition
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The result shows that (1) for the two-point flexural tensile test of trapezoidal beam based on asphalt mixture of full-scale test track, the mean values of dynamic modulus variation coefficient at 0℃ and 45℃ are about 2.5% and 6.2% respectively, the mean values of dynamic modulus variation
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simplified resilient modulus test procedure or refinement of the existing procedure is warranted. current specifications for asphalt concrete (AC) mixes include several AC mixes which have maximum aggregate size of 1.5 inches (38.1 mm) to 2.5 inches (63.5 mm). The standard resilient modulus
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modulus gradient of asphalt concrete cores in different field locations. Because field cores are different from the asphalt mixtures made and compacted in the lab, field cores should not be substituted by lab made lab compacted (LMLC) asphalt mixtures perfectly. For field cores complex modulus measuring methods, except some expensive pavement field testers, empirical and semiempirical models
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article{osti_20000440, title = {Effective Young's modulus estimation of concrete}, author = {Li, G and Zhao, Y and Pang, S S and Li, Y}, abstractNote = {A two-step analytical procedure is proposed to evaluate the quantitative influence of the maximum aggregate size and aggregate gradation on the effective Young's modulus of concrete. In the first step, the effective Young's modulus of a
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The asphalt concretes were produced both in a road materials laboratory and in an asphalt concrete production plant. The mechanical behaviour of the mixes was investigated in terms of Marshall stability, flow, quotient, and moreover by the stiffness modulus. The artificial neural networks used for the numerical analysis of the experimental data
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Table 3.4: Influences of Asphalt Types and Polymer Types on A Value, Activation Energy of Flow, and Onset Temperature of Original Asphalt Binders..78 Table 3.5: Estimation of the Number Average Molecular Weight (Mn, daltons)
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as elastic modulus, resilient modulus, dynamic modulus, and dynamic complex modulus. This has been further strengthened by later studies in Garcia and Thompson (2007 & ). The latter posited that the most important HMA property influencing structural responses of HMA concretes and pavements is the stiffness modulus of the concrete. Therefore, on this basis the present study sought to
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characterize the viscoelastic mechanical behavior of asphalt concretes. Zeng [32], based on the CAM (Christensen–Anderson–Marasteanu) constitutive model of an asphalt binder [33], proposes a model for characterizing the master curve and phase angle master curve of the dynamic shear modulus of asphalt
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estimate asphalt dynamic modulus. Provisions to use the PG asphalt binders are available. Also, users may now make adjustments in data entry without restarting the program, thereby retaining parame. ter values from previous runs Further, uer cans also tweak parameters and reprocess the data. For ease of comparison, these results are presented in a new Windows form. Meanwhile, this latest
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KEY WORDS: Asphalt concrete, dynamic modulus, artificial neural network. 1 INTRODUCTION The advent of mechanistic-empirical (M-E) pavement design facilitates the need to accurately characterize the modulus of asphalt concrete (AC). Typically M-E design frameworks
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One of the most important parameters needed for 2002 Mechanistic Pavement Design Guide is the dynamic modulus (E*). The dynamic modulus (E*) describes the relationship between stress and strain for a linear viscoelastic material. The E* is the prime material parameter used for calculating both rutting and fatigue cracking in hot mix asphalt.
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