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This article presents a novel potential bio-based rejuvenator derived from waste pig fat (WPF) for use in recycled asphalt applications. To achieve this purpose, the impact of different doses waste pig fat (e.g., 0, 3, 6, and 9 wt.% WPF) on the reclaimed asphalt pavement binder (RAP-B) performance is investigated. The unmodified and WPF-modified asphalts are characterized by means of Fourier-transform infrared spectroscopy (FT-IR), thin-layer chromatography–flame ionization detection (TLC-FID), scanning electron microscopy (SEM), atomic force microscopy (AFM), thermogravimetric analysis (TGA), and differential scanning calorimetry (DSC). Physico-rheological properties of asphalt blends are assessed through Brookfield viscometer, softening point, penetration, and dynamic shear rheometer (DSR) tests. TLC-FID data highlighted that incremental WPF addition into RAP-B restored its original balance maltenes-to-asphaltenes ratio; finding which was supported by FT-IR analysis. SEM disclosed that WPF has a great compatibility with the aged asphalt. AFM observations showed that grease treatment induced a decline in surface roughness (i.e., bee structures) and a rise in friction force (i.e., para-phase dimension) of RAP binder. TGA/DSC studies revealed that the bio-modifier not only possesses an excellent thermal stability but also can substantially enhance the binder low-temperature performance. Empirical and DSR tests demonstrated that WPF improved the low-temperature performance grade of RAP-B, reduced its mixing and compaction temperatures, and noticeably boosted its fatigue cracking resistance. The rejuvenation of aged asphalt employing WPF is feasible and can be an ideal approach to recycle both of RAP and waste pig fats.

A full understanding of bitumen fatigue cracking behavior is extremely important as this phenomenon has a considerable influence on bituminous pavement performance. The current framework for assessing this asphalt binder property is inconsistent in ranking bitumen fatigue performance in terms of the failure definition and damage characteristic curve (DCC) analysis. This study used four different types of asphalt binders: neat asphalt (NA), self-healing thermoplastic polyurethane (STP)-modified bitumen, self-healing poly (dimethyl siloxane) crosslinked with urea bond (IPA1w)-modified bitumen, and styrene–butadiene–styrene (SBS)-modified bitumen (SBSB). All the bitumens were subjected to short-term and long-term aging, and they were also tested by utilizing the linear amplitude sweep (LAS) test and the simplified viscoelastic continuum damage (S-VECD) model. LAS and S-VECD procedures were used to apply the newly proposed and current frameworks in order to analyze bitumen performance. The current framework showed that the bitumens that used a higher number of loading cycles (N) to reach their failure points (Nf) failed to exhibit greater fatigue performances in terms of DCC analysis. The developed framework (mainly based on the damage intensity [S] instead of N) was used to solve the inconsistency between the failure definition and DCC assessment in ranking bitumen performance. Additionally, the current framework (failure criterion) presented two R2 values below 0.1, but the developed framework (failure criterion) showed that all R2 values were greater than 0.9. The developed framework represents a turning point because, for the first time, this type of procedure is mainly being based on S instead of N. Although further tests are needed to confirm its efficiency, it eliminates the inconsistency between the failure definition and DCC assessment.

Thermal fatigue phenomenon of internal combustion engine valve seat insert (VSI) is discussed. Metallographic, microhardness mapping, and fractographic-assisted examinations along with residual stress analysis have exhibited basic characteristics of VSI thermal fatigue cracking. Based upon the results from dynamometer engine tested parts examination, the mechanism of VSI thermal fatigue crack initiation and propagation has been established. It is revealed that the propensity of a VSI thermal fatigue crack formation is related to physical and mechanical properties of VSI alloy, solidification substructure, and temperature gradient in VSI under an engine run operation condition. The assessment concept of thermal fatigue crack resistance of a VSI in this study can be adopted for engine VSI design and materials failure analysis applications.

One of the most popular rehabilitation methods used for distressed asphalt concrete pavements is use of bonded concrete overlays on asphalt pavements (BCOA). A new procedure, “Bonded Concrete Overlay of Asphalt Mechanistic-Empirical Design (BCOA-ME),” has been developed at the University of Pittsburgh to address significant limitations of similar procedures that have been used by state highway agencies (SHAs) over the years. A portion of the BCOA-ME procedure, renamed Short Jointed Plain Concrete Pavement over Asphalt Concrete (SJPCP/AC), was recently added to AASHTOWare Pavement ME Design (PMED) Software package. Longitudinal fatigue cracking calculated in terms of percentage of slabs is predicted as output distress by the PMED software. This study reports comprehensive sensitivity results for PMED design inputs to predicted longitudinal fatigue cracking. To help understand the impact of climate on the predictions, five climate locations representing different climatic conditions were considered. Normalized sensitivity index (NSI) values were evaluated by performing one-at-a-time (OAT) sensitivity analyses. A summary of results based on evaluated NSI ranking is presented for the varying design periods and reliability levels considered by the PMED software.

Limited recovery of the viscoelastic properties of aged asphalt on RAP surfaces at ambient temperature reduces interface fusion and bonding with new emulsified asphalt, degrading pavement performance and limiting large-scale promotion and high-value applications of the emulsified asphalt cold recycled mixture (EACRM). Therefore, a cold regenerant was independently prepared to rapidly penetrate, soften, and activate aged asphalt at ambient temperature in this paper, and its effects on the volumetric composition, mechanical strength, and pavement performance of EACRM were systematically investigated. The results showed that as the cold regenerant content increased, the air voids, indirect tensile strength (ITS), and high-temperature deformation resistance of EACRM decreased, while the dry–wet ITS ratio, cracking resistance, and fatigue resistance increased. Considering the comprehensive pavement performance requirements of cold recycled pavements, the optimal content of the activated cold regenerant for EACRM was determined to be approximately 0.6%.

Weld defects such as porosity, inclusion, burn-through, and lack of penetration are difficult to detect and control effectively in an orthotropic steel deck (OSD), which will be a fatigue crack initiation site and lead to several fatigue cracking. The crack growth behavior in defective welded joints is different from that of defect-free joints. This study investigates crack–inclusion interaction for rib-to-deck welded joints in OSDs based on numerical simulation and linear elastic fracture mechanics (LEFM). A refined finite element model of a half U-rib with cracks and inclusions was established by using the FRANC3D-ABAQUS interactive technology. The full processes of the crack–inclusion interaction from approaching and penetrating were accurately simulated. Critical parameters, including the stress intensity factor (SIF), the shape factor, the growth rate, and the growth direction were analyzed. The stiff and soft inclusions amplify and shield the SIF of cracks when the crack grows to the local area of inclusions. During the entire process of crack growth, the soft and stiff inclusion accelerate and inhibit the crack growth, respectively. The stiff inclusion will lead to asymmetric growth of the crack shape, where the portion of the crack away from the inclusions has a higher growth rate. The soft and stiff inclusions will attract and repel the direction of crack growth at the proximal point, respectively.

Fatigue failure is invariably the most crucial failure mode for metallic structural components. Most microstructural strategies for enhancing fatigue resistance are effective in suppressing either crack initiation or propagation, but often do not work for both synergistically. Here, we demonstrate that this challenge can be overcome by architecting a gradient structure featuring a surface layer of nacre-like nanolaminates followed by multi-variant twinned structure in pure titanium. The polarized accommodation of highly regulated grain boundaries in the nanolaminated layer to cyclic loading enhances the structural stability against lamellar thickening and microstructure softening, thereby delaying surface roughening and thus crack nucleation. The decohesion of the nanolaminated grains along horizonal high-angle grain boundaries gives rise to an extraordinarily high frequency (≈1.7 × 10 3 times per mm) of fatigue crack deflection, effectively reducing fatigue crack propagation rate (by 2 orders of magnitude lower than the homogeneous coarse-grained counterpart). These intriguing features of the surface nanolaminates, along with the various toughening mechanisms activated in the subsurface twinned structure, result in a fatigue resistance that significantly exceeds those of the homogeneous and gradient structures with equiaxed grains. Our work on architecting the surface nanolaminates in gradient structure provides a scalable and sustainable strategy for designing more fatigue-resistant alloys. Most strategies to improve fatigue resistance address either crack initiation or growth. Here, the authors design a gradient-structured Ti with nacre-like surface nanolaminates that increase fatigue performance by suppressing both stages of cracking

Residual stresses affect the performance and reliability of most manufactured goods and are prevalent in casting, welding, and additive manufacturing (AM, 3D printing). Residual stresses are associated with plastic strain gradients accrued due to transient thermal stress. Complex thermal conditions in AM produce similarly complex residual stress patterns. However, measuring real-time effects of processing on stress evolution is not possible with conventional techniques. Here we use operando neutron diffraction to characterize transient phase transformations and lattice strain evolution during AM of a low-temperature transformation steel. Combining diffraction, infrared and simulation data reveals that elastic and plastic strain distributions are controlled by motion of the face-centered cubic and body-centered cubic phase boundary. Our results provide a new pathway to design residual stress states and property distributions within additively manufactured components. These findings will enable control of residual stress distributions for advantages such as improved fatigue life or resistance to stress-corrosion cracking. Residual stress affects most manufactured goods and is prevalent in casting, welding, and additive manufacturing. Here, the authors use operando neutron diffraction to elucidate mechanisms for lattice strain evolution during printing of a low-temperature transformation steel.

Fatigue crack on the runner blade is one of the severe threats to the operation safety of prototype turbine. Several factor, such as limited operation range, may lead to fatigue cracking commonly observed on Francis turbine. Several cases show that fatigue crack may reduce the working life of runner. The high stress during operation is one of main reasons to produce cracks. Hydraulic design, manufacture quality, deviation of operation condition and resonance may cause high stress on the runner blade. Because static and dynamic stress cannot be predicted with absolute certainty for all operating conditions, the most effective way to obtain the actual stress level of the blade is site measurement. In this paper, stress measurement is carried out on a Francis prototype turbine. Measurement results show that high static stress appears at a load range near full load, and high dynamic stress appears at lower loads. Finally, some practicable suggestions are proposed to reduce the stress of runner blade.

Crack is one of the main diseases of pavement structure. In order to improve the anti-reflective crack ability of pavement, fiber rubber gravel sealing layer is proposed as the stress absorbing layer. In view of the shortcoming that Mcleod design method can not be associated with road performance, a sealing layer optimization design method based on fatigue crack test is proposed. Firstly, the reinforcement effect of fiber on rubber asphalt was studied through force ductility testing. Secondly, the optimum dosage of fiber, asphalt and gravel was optimized through fatigue cracking resistance test. Finally, the cracking resistance of fiber rubber gravel seal was verified through fracture energy test. The results show that fibers can significantly increase the maximum tensile force and strain yield energy of rubber asphalt, and basalt fiber has the best reinforcement effect. The most obvious effect on cracking resistance performance in the sealing layer is the amount of fiber, followed by the amount of asphalt, and finally the amount of gravel. The optimized material combination with the best crack resistance is 120g/m 2 fiber, 14kg/m 2 gravel and 2.4kg/m 2 rubber asphalt, and the fatigue resistance times can reach 19532 times. The fracture energy of the composite pavement treated by the optimized sealing layer is nearly double that of the non-treated pavement structure, and it has a good anti-crack effect.