• Interaction and multiscale mechanics
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• 제3권1호
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• pp.95-110
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• 2010

In recent years, study of the static response of pavements to moving vehicle and aircraft loads has received significant attention because of its relevance to the design of pavements and airport runways. The static response of beams resting on an elastic foundation and subjected to moving loads was studied by several researchers in the past. However, most of these studies were limited to steady-state analytical solutions for infinitely long beams resting on Winkler-type elastic foundations. Although the modelling of subgrade as a continuum is more accurate, such an approach can hardly be incorporated in analysis due to its complexity. In contrast, the two-parameter foundation model provides a better way for simulating the underlying soil medium and is conceptually more appealing than the one-parameter (Winkler) foundation model. The finite element method is one of the most suitable mathematical tools for analysing rigid pavements under moving loads. This paper presents an improved solution algorithm based on the finite element method for the static analysis of rigid pavements under moving vehicular or aircraft loads. The concrete pavement is discretized by finite and infinite beam elements, with the latter for modelling the infinity boundary conditions. The underlying soil medium is modelled by the Pasternak model allowing the shear interaction to exist between the spring elements. This can be accomplished by connecting the spring elements to a layer of incompressible vertical elements that can deform in transverse shear only. The deformations and forces maintaining equilibrium in the shear layer are considered by assuming the shear layer to be isotropic. A parametric study is conducted to investigate the effect of the position of moving loads on the response of pavement.

• 한국도로학회논문집
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• 제16권3호
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• pp.9-20
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• 2014

PURPOSES : This study is to compare load transfer efficiency of key joint and dowel joint for airport concrete pavement. METHODS : As AC150/5320-6D of FAA's [Advisory Circular] was changed into AC150/5320-6E, Key joint type of rigid pavement were excluded from Construction Joints. LTE(Load Transfer Efficiency) of dowel joint and key joint were compared by times and seasons through pavement temperature measurement, ocular investigation and HWD measurement. RESULTS : For the joint performance grade of No. 2(The second) runway of airport, 12% of poor rate was observed in key joint and 2% of poor rate in dowel joint. Poor rate of key joint was increased to 17%, if only No. 3~No. 6 slabs, which are mostly loaded from the airplanes, were applied for the study. In apron area, LTE poor rate of key joint was high in winter, and LTE poor rate of dowel joint was at least above 'Fair' grade. In summer, 'Fair' for key joint, 'Acceptable' for dowel joint appeared. CONCLUSIONS : As results, dowel joint was superior than key joint for LTE. Deviations of seasons and times were smaller in dowel joint's result. And LTE in winter was lower than LTE in summer.

• 한국콘크리트학회:학술대회논문집
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• 한국콘크리트학회 1996년도 봄 학술발표회 논문집
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• pp.241-246
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• 1996

A new solution for the dynamic analysis of as asphalt concrete pavements under moving loads has been developed. The asphalt concrete pavement can be modeled in elastic or viscoelastic medium of multi-layered structure. The subgrade can be modeled as either a rigid base or a semi-infinite halfspace. The loads may be constant or arbitrary circular loads into one direction. The method utilizes the Complex Response Method of transient analysis with a continuum solution in the horizontal direction and a finite-element solution in the vertical direction. This proposed method incorporates such important factors as wave propagation, inertia and damping effects of the medium as well as frequency-dependent asphalt concrete properties. The proposed method has been validted with the full-scale field truck test, which was conducted on instrumented asphalt concrete section on a test track at PACCAR Technical Center in Mount Vernon, Washington. Comparison with field strain data from full-scale pavement tests has shown excellent agreement. Theoretical results have shown that the effect of vehicle speed is significant and that it is in part due to the frequency-dependent

• 대한토목학회논문집
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• 제8권4호
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• pp.49-57
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• 1988

본 연구에서는 표면과 시험으로부터 얻어지는 Rayleigh파의 분산곡선을 분석하여 자연지반 및 포장 구조체 각 층의 전단파 속도를 결정할 수 있는 새로운 해석적 역산기법을 개발하였다. 본 연구의 역산기법은 다층 탄성체에서 표면파의 분산에 관한 Haskell의 이론을 토대로 개발된 것이다. 델타 매트릭스 기법을 적용하여 주파수의 크기에 제약을 받지 않는 분산방정식을 유도하여 사용하였으며, Rayleigh파의 한 파장 깊이 이하를 반무한 강성층(rigid halfspace)으로 대치하는 해석방법을 적용하였다. 분산곡선의 역산을 위한 컴퓨터 프로그램을 개발하였으며 수치분석을 통하여 본 연구에서 개발한 새로운 해석적 역산기법의 타당성을 검증하였다.

• 한국건축시공학회:학술대회논문집
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• 한국건축시공학회 2021년도 봄 학술논문 발표대회
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• pp.23-24
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• 2021

The use of recycled concrete aggregates (RCA) as a substitute for natural aggregates in new concrete produces both economic and environmental advantages. Most of the RCA applications for pavements have been primarily applied to support layers for roads and airfields. This paper summarizes a work completed at the University of Illinois in partnership with the O'Hare Modernization Program to examine the effect of coarse and fine RCA on the concrete's fresh and hardened properties for airfield rigid pavement applications. Ten different RCA concrete mixtures were prepared with the incorporation of different percentages of RCA fines as well as replacement of cement with high volume percentages of supplementary cementitious materials such as Class C fly ash and ground granulated blast furnace slag to improve the workability and long-term properties of RCA concrete. All the mixes on this stage included 100% recycled coarse aggregates and the Two-Stage Mixing Approach was used as a mixing procedure. Based on the results obtained in the research, mixes with high percentages of recycled fine and coarse aggregates could be used for construction of airfield concrete pavements in conjunction with supplementary cementitious materials

• 한국도로학회논문집
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• 제16권4호
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• pp.1-9
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• 2014

PURPOSES: The objective of this study is to evaluate construction issues and design for transverse steel in continuously reinforced concrete pavement(CRCP). METHODS : The first continuously reinforced concrete pavement(CRCP) design procedure appeared in the 1972 edition of the "AASHTO Interim Guide for Design of Pavement Structures", which was published in 1981 with Chapter 3 "Guide for the Design of Rigid Pavement" revised. A theory that was accepted at that time for the analysis of steel stress in concrete pavement, called subgrade drag theory(SGDT), was utilized for the design of reinforcement of CRCP - tie bar design and transverse steel design - in the aforementioned AASHTO Interim Guide. However SGDT has severe limitations due to simple assumptions made in the development of the theory. As a result, any design procedures for reinforcement utilizing SGDT may have intrinsic flaws and limitations. In this paper, CRCP design procedure for transverse steel was introduced and the limitations of assumptions for SGDT were evaluated based on various field testing. RESULTS: Various field tests were conducted to evaluate whether the assumptions of SGDT are reasonable or not. Test results show that 1) temperature variations exist along the concrete slab depth, 2) very little stress in transverse steel, and 3) warping and curling in concrete slab from the field test results. As a result, it is clearly revealed out that the assumptions of SGDT are not valid, and transverse steel and tie bar designs should be based on more reasonable theories. CONCLUSIONS : Since longitudinal joint is provided at 4.1-m spacing in Korea, as long as joint saw-cut is made in accordance with specification requirements, the probability of full-depth longitudinal cracking is extremely small. Hence, for transverse steel, the design should be based on the premise that its function is to keep the longitudinal steel at the correct locations. If longitudinal steel can be placed at the correct locations within tolerance limits, transverse steel is no longer needed.

• 한국도로학회논문집
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• 제19권1호
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• pp.37-44
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• 2017

PURPOSES : This study is primarily focused on evaluating the effects of the non-linear stress-strain behavior of RAP concrete on structural response characteristics as is applicable to concrete pavement. METHODS : A 3D FE model was developed by incorporating the actual stress-strain behavior of RAP concrete obtained via flexural strength testing as a material property model to evaluate the effects of the non-linear stress-strain behavior to failure on the maximum stresses in the concrete slab and potential performance prediction results. In addition, a typical linear elastic model was employed to analyze the structural responses for comparison purposes. The analytical results from the FE model incorporating the actual stress-strain behavior of RAP concrete were compared to the corresponding results from the linear elastic FE model. RESULTS : The results indicate that the linear elastic model tends to yield higher predicted maximum stresses in the concrete as compared to those obtained via the actual stress-strain model. Consequently, these higher predicted stresses lead to a difference in potential performance of the concrete pavement containing RAP. CONCLUSIONS : Analysis of the concrete pavement containing RAP demonstrated that an appropriate analytical model using the actual stress-strain characteristics should be employed to calculate the structural responses of RAP concrete pavement instead of simply assuming the concrete to be a linear elastic material.

• 한국도로학회논문집
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• 제20권4호
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• pp.7-13
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• 2018

PURPOSES : In order to apply high-speed weigh-in-motion (HS WIM) systems to asphalt pavement, three high-durability asphalt concrete mixtures installed with a WIM epoxy are evaluated. METHODS : In this study, dynamic stability, number of loading repetitions to reach the rut depth of 1 mm, and rut depth measurements of three asphalt mixtures at $60^{\circ}C$ were compared using an Asphalt Pavement Analyzer (APA). Laboratory-fabricated material and field core samples were prepared and tested according to KS F2374. RESULTS : Through the laboratory tests, it was found that all three modified asphalt mixtures (stone-mastic, porous, and semi-rigid) with WIM epoxy showed favorable permanent deformation results and passed the dynamic stability criterion of 3000 loading repetitions per 1 mm. In addition, it was confirmed that the modified SMA mixtures cored from the field construction yields satisfactory rutting testing results using the APA. Finally, the epoxy used for the HS WIM installation shows good adhesion with the three asphalt mixtures and permanent deformation resistance.

• 한국건설순환자원학회논문집
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• 제4권1호
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• pp.68-75
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• 2016

본 연구에서는 반강성포장용 개립도 아스팔트 혼합물의 배합조건을 결정하기 위한 실험적 연구를 수행하였다. 두 종류의 아스팔트 및 함량에 따른 총 12가지의 기본배합을 설정하였고, 국내 KS 기준에 따라 마샬안정도, 공극률 및 투수계수, 칸타브로 시험을 수행하였다. 시험결과로부터 다음과 같은 결론을 얻었다. 마샬안정도는 스트레이트 아스팔트와 개질 아스팔트의 함량이 각각 5.0% 및 5.5%까지는 증가하였으나 함량이 더 높아질 경우에는 증가량이 미미하거나 감소되는 경향을 나타내었다. 공극량의 경우 아스팔트 함량 증가에 따라 감소되고 투수계수도 감소되는 경향을 나타내었는데 상관계수가 86% 수준으로 평가되었다. 칸타브로 손실률 평가 결과 아스팔트 함량이 3.5%에서 6.0%로 증가될수록 감소되었고 개질 아스팔트는 스트레이트 아스팔트에 비해 손실률을 18.8%~33.1% 감소시킬 수 있었다. 국내 규정에서 제시하는 품질기준과 시험 결과를 종합해 볼 때 개질 아스팔트 함량 4.5%가 모체 개립도 아스팔트 제조에 유효한 배합으로 평가되었다.

• 한국도로학회논문집
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• 제20권1호
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• pp.87-95
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• 2018

PURPOSES : A geo-grid pavement, e.g., a stress-absorbing membrane interlayer (SAMI), can be applied to an asphalt-overlay method on the existing surface-pavement layer for pavement maintenance related to reflection cracking. Reflection cracking can occur when a crack in the existing surface layer influences the overlay pavement. It can reduce the pavement life cycle and adversely affect traffic safety. Moreover, a failed overlay can reduce the economic value. In this regard, the objective of this study is to evaluate the bonding properties between the rigid pavement and a SAMI by using the direct shear test and the pull-off test. The predicted fractural energy functions with the shear stress were determined from a numerical analysis of the moving average method and the polynomial regression method. METHODS : In this research, the shear and pull-off tests were performed to evaluate the properties of mixtures constructed using no interlayer, a tack-coat, and SAMI with fabric and without fabric. The lower mixture parts (describing the existing pavement) were mixed using the 25-40-8 joint cement-concrete standard. The overlay layer was constructed especially using polymer-modified stone mastic asphalt (SMA) pavement. It was composed of an SMA aggregate gradation and applied as the modified agent. The sixth polynomial regression equation and the general moving average method were utilized to estimate the interlayer shear strength. These numerical analysis methods were also used to determine the predictive models for estimating the fracture energy. RESULTS : From the direct shear test and the pull-off test results, the mixture bonded using the tack-coat (applied as the interlayer between the overlay layer and the jointed cement concrete) had the strongest shear resistance and bonding strength. In contrast, the SAMI pavement without fiber has a strong need for fractural energy at failure. CONCLUSIONS : The effects of site-reflection cracking can be determined using the same tests on cored specimens. Further, an empirical-mechanical finite-element method (FEM) must be done to understand the appropriate SAMI application. In this regard, the FEM application analy pavement-design analysis using thesis and bonding property tests using cored specimens from public roads will be conducted in further research.