Flügge’s Conjecture: Dissipation- versus Deflection-Induced Pavement–Vehicle Interactions

Louhghalam, Arghavan; Akbarian, Mehdi; Ulm, Franz‐Josef

doi:10.1061/(asce)em.1943-7889.0000754

Cited by 35 publications

(18 citation statements)

References 11 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…The stepwise procedure for calculating deflection-induced EFC is presented in Figure 1. Readers are referred to the previous studies for further information about the details of the dissipation rate calculation ( 4 , 13 ). The deflection-induced truck fuel consumption was shown as a significant source of emission in the use phase of pavements, whereas the contribution of deflection-induced car fuel consumption to the total emissions was insignificant ( 14 ).…”

Section: Methodsmentioning

confidence: 99%

“…Previous studies have shown that a significant portion of the life cycle emissions in buildings and pavements are attributed to the use phase ( 2 , 3 ). For pavements, the use phase impacts are driven by excess fuel consumption (EFC) caused by pavement–vehicle interaction, including elements of roughness, deflection, and texture ( 4 ). Many methods have been developed to reduce the GHG emissions associated with pavement use.…”

mentioning

confidence: 99%

See 1 more Smart Citation

Potential Contribution of Deflection-Induced Fuel Consumption to U.S. Greenhouse Gas Emissions

AzariJafari

Gregory

Kirchain

2020

Transportation Research Record: Journal of the Transportation R

View full text Add to dashboard Cite

Various methods have been proposed to reduce greenhouse gas (GHG) emissions associated with transportation. We investigate the potential of increasing the elastic modulus of pavement surface layers across the entire U.S. pavement network as a means of lowering vehicle excess fuel consumption (EFC) resulting from deflection-induced pavement–vehicle interaction. We show that in a business-as-usual case deflection-induced EFC represents up to 2660 million metric tons (Mt) over a 50-year analysis period. Elastic modulus increases can be accomplished using several currently implementable methods. The analysis shows that increasing the modulus of elasticity using 10% resurfacing in the network per year leads to an 18% reduction of GHG emissions from the pavement network, or 440 Mt CO2eq, over a 50-year analysis period. This would potentially offset 0.5% of the future GHG emission of the whole transportation sector.

show abstract

Section: Methodsmentioning

confidence: 99%

mentioning

confidence: 99%

Potential Contribution of Deflection-Induced Fuel Consumption to U.S. Greenhouse Gas Emissions

AzariJafari

Gregory

Kirchain

2020

Transportation Research Record: Journal of the Transportation R

View full text Add to dashboard Cite

show abstract

“…This effect is measured in terms of excess fuel consumption (EFC); that is the fuel consumption induced in the fleet in excess of what it would require on an ideal pavement. EFC is attributed to differences in both pavement structural response (primarily pavement deflection) 33 and surface roughness 34 (these two effects will be labeled as EFC-DEF and EFC-ROUGH, respectively). Pavement materials can induce significantly different amounts of EFC in passenger vehicles and trucks.…”

Section: Vehicle Excess Fuel Consumptionmentioning

confidence: 99%

Urban-Scale Evaluation of Cool Pavement Impacts on the Urban Heat Island Effect and Climate Change

AzariJafari

Xu²,

Gregory

et al. 2021

Preprint

View full text Add to dashboard Cite

We implemented a context-sensitive and prospective framework to assess the global warming potential (GWP) impacts of cool pavement strategies on specific roads for different cities. The approach incorporates several interconnections among different elements of the built environment, such as buildings and urban road segments, as well as the transportation fleet, using specific building and pavement information from an urban area. We show that increasing pavement albedo lowers urban air temperatures but can adversely affect the building energy demand in the areas with high incident radiation exposure. The heating energy savings and the radiative forcing effect improve the GWP savings in a cold and humid climate condition. The total GWP saving intensity is sensitive to the city morphology and road traffic. Our probabilistic results show that cool pavement strategies can offset 1.0-3.0% and 0.7-6.0% of the total GHG emissions of the US cities Boston and Phoenix, respectively, for a 50-year analysis period. The worldwide range of savings can be as large as 5.0 - 44.7 Gt CO2eq. A paradigm shift in pavement strategy selection is required in most of the neighborhoods.

show abstract

“…Now we can use Eqs. (8), (9) with D m replaced byD m and V m replaced byV m to obtain an approximation for the unconstrained velocity PDF P (v) from the simulation result for the headway PDF Q n (d|v = 0). This approximation is now compared to the velocity PDF obtained from the simulations where α is used as a fitting parameter.…”

Section: Application: Relating Headway and Velocity Distributionsmentioning

confidence: 99%

Velocity statistics of the Nagel-Schreckenberg model

Bain¹,

Emig²,

Ulm³

et al. 2016

Phys. Rev. E

Self Cite

View full text Add to dashboard Cite

The statistics of velocities in the cellular automaton model of Nagel and Schreckenberg for traffic are studied. From numerical simulations, we obtain the probability distribution function (PDF) for vehicle velocities and the velocity-velocity (vv) covariance function. We identify the probability to find a standing vehicle as a potential order parameter that signals nicely the transition between free congested flow for a sufficiently large number of velocity states. Our results for the vv covariance function resemble features of a second-order phase transition. We develop a 3-body approximation that allows us to relate the PDFs for velocities and headways. Using this relation, an approximation to the velocity PDF is obtained from the headway PDF observed in simulations. We find a remarkable agreement between this approximation and the velocity PDF obtained from simulations.

show abstract

Flügge’s Conjecture: Dissipation- versus Deflection-Induced Pavement–Vehicle Interactions

Abstract: The dissipation occurring below a moving tire in steady-state conditions in contact with 5 a viscoelastic pavement is expressed using two different reference frames, a fixed observer 6 attached to the pavement, and a moving observer attached to the pavement-tire contact sur-

Cited by 35 publications

References 11 publications

Potential Contribution of Deflection-Induced Fuel Consumption to U.S. Greenhouse Gas Emissions

Potential Contribution of Deflection-Induced Fuel Consumption to U.S. Greenhouse Gas Emissions

Urban-Scale Evaluation of Cool Pavement Impacts on the Urban Heat Island Effect and Climate Change

Velocity statistics of the Nagel-Schreckenberg model

Contact Info

Product

Resources

About