Analysis of Temperature Variation and Thermally-Induced Reflective Cracking Potential in Composite Pavements

2020 ◽  
Vol 2674 (10) ◽  
pp. 177-188
Author(s):  
Pengyu Xie ◽  
Hao Wang
Keyword(s):  
Temperature Profile ◽  
Temperature Variation ◽  
Transfer Model ◽  
Climate Data ◽  
Reflective Cracking ◽  
Thermally Induced ◽  
Initiation Phase ◽  
Asphalt Overlay ◽  
Cracking Potential ◽  
Composite Pavements

Reflective cracking is the major distress in composite pavement and can accelerate the deterioration of the whole structure. This paper analyzes the potential for reflective cracking in composite pavements because of thermal cycles. A heat transfer model was first developed to predict cyclic temperature variations with climatic inputs (solar radiation, wind velocity, air temperature, and humidity). Mechanical models were then employed to analyze thermally-induced reflective cracking potential using fracture mechanics parameters. Both models were validated through field measurement of temperature profile and crack propagation. The temperature profile in composite pavement can be predicted accurately from climate data and typical thermal material properties. Because of the temperature variation and gradient in composite pavement, concrete slabs undergo joint opening and curling deformation and stress concentration occurs at the bottom of the overlay. The loading cycles for initiation and propagation of reflective cracking were predicted by empirical equation and Paris’ law. Increasing overlay thickness can extend the pavement service life, but care is needed as different thicknesses offer varying efficiency. Thicker asphalt overlay mitigates reflective crack potential, especially at the crack initiation phase.

scholarly journals Modeling temperature profile in mass concrete at early ages of cement hydration

2021 ◽  
Vol 10 (1) ◽  
pp. 64
Author(s):  
Ugwuanyi Donald Chidiebere ◽  
Okafor Fidelis Onyebuchi
Keyword(s):  
Ambient Temperature ◽  
Temperature Profile ◽  
Cement Hydration ◽  
Concrete Block ◽  
Control Measures ◽  
Mass Concrete ◽  
Thermally Induced ◽  
Thermal Cracks ◽  
Concrete Placement ◽  
And Control

Thermally induced cracks due to temperature gradient in mass concrete have adverse effects on its durability and service life. Heat released during the hydration of Portland cement in early age mass concrete can be quite excessive depending on the ambient temperature, cement content of the concrete mix and the size. Finite difference model using Crank Nicholson implicit method was developed based on the two dimensional unsteady state heat conduction. Optimized MATLAB based software was developed for simulation and data visualization. A mass concrete block cast with standard mix ratio and water cement ratio was used to verify the efficacy of the model. Type-K thermocouple and digital thermometer were used to monitor the temperature at time intervals. The temperature profile showed a hotter core and cooler surface except for the initial placement temperature, which exhibited a uniform temperature for all thermocouple locations. Peak temperature values were recorded within the first day of concrete placement. The model successfully predicted the temperature profile of the mass concrete at early ages of cement hydration. With the knowledge of the ambient temperature and the configuration of the mass concrete, the model can reliably predict the temperature profile from which potential for thermal cracks occurrence can be determined to enable suitable proactive preventive and control measures.  

scholarly journals Consistency between GRUAN sondes, LBLRTM and IASI

2016 ◽  
Author(s):  
Xavier Calbet ◽  
Niobe Peinado-Galan ◽  
Pilar Ripodas ◽  
Tim Trent ◽  
Ruud Dirksen ◽  
...  
Keyword(s):  
Radiative Transfer Model ◽  
Transfer Model ◽  
Climate Data ◽  
Satellite Measurements ◽  
Night Time ◽  
Upper Troposphere ◽  
Data Record ◽  
Water Vapour Absorption ◽  
Reference Measurements ◽  
Dry Bias

Abstract. Radiosonde soundings from the GRUAN data record are shown to be consistent with IASI measured radiances via the LBLRTM radiative transfer model in the part of the spectrum that is mostly affected by water vapour absorption in the upper troposphere (from 700 hPa up). This result is key to have consistency between radiosonde and satellite measurements for climate data records, since GRUAN, IASI and LBLRTM constitute reference measurements in each of their fields. This is specially the case for night time radiosonde measurements. Although the sample size is small (16 cases), day time GRUAN radiosonde measurements seem to have a small dry bias of 2.5 % in absolute terms of relative humidity, located mainly in the upper troposphere, with respect to LBLRTM and IASI.

Study on the Main Characteristics of Reflective Cracking in the Asphalt Overlay on an Old Cement Pavement

2020 ◽  
Vol 980 ◽  
pp. 244-253
Author(s):  
Chun Fu Zhu ◽  
Pei Feng Cheng ◽  
Guang Yu Zhao
Keyword(s):  
Working Conditions ◽  
Coupling Effect ◽  
Shear Crack ◽  
Effect Of Temperature ◽  
Reflective Cracking ◽  
Effective Prevention ◽  
Finite Element Software ◽  
Asphalt Overlay ◽  
Prevention And Treatment ◽  
Reflection Crack

The purpose of this study is to explore the forms and characteristics of reflection crack in asphalt overlay of old cement pavement, so as to provide reference for effective prevention and treatment of reflection crack.By means of ANSYS finite element software, considering the coupling effect of temperature and vehicle in different working conditions, the influence of cooling on asphalt overlay was analyzed, and the location and form of crack were discussed.The analysis results show that tensile crack and shear crack are more likely to occur near the joint of old cement pavement, and shear crack is more likely to occur in areas outside the joint, about 1/2 wheel length from the joint of cement pavement.The prevention and treatment of crack at different locations should be carried out according to different working conditions.

scholarly journals Experimental Evaluation of Engineered Cementitious Composites as Reflective Crack Control Interlayer for Composite Pavements

2019 ◽  
Vol 271 ◽  
pp. 07002 ◽  
Author(s):  
Mohammad Bhuyan ◽  
Mohammad Khattak ◽  
Qian Zhang ◽  
Emilee Schlader
Keyword(s):  
High Performance ◽  
Image Correlation ◽  
Reflective Cracking ◽  
Test Protocol ◽  
Crack Control ◽  
Traffic Loads ◽  
High Performance Fiber ◽  
Composite Pavements ◽  
Strength And Ductility ◽  
Dic Technique

Reflective cracking at transverse joints is considered as a predominant distress in composite pavements. Various interlayers have been used previously to prevent or retard reflective cracking. Engineered cementitious composite (ECC) is a special type of high-performance fiber-reinforced cementitious material that is expected to perform better as an interlayer due to its higher tensile strength and ductility. This study aims to evaluate the effectiveness of ECC as an interlayer system experimentally. A laboratory test protocol was designed to simulate repeated traffic loads to measure the fatigue performance of ECC interlayer system using digital image correlation (DIC) technique. It was found that the composite pavement specimens with ECC interlayer provided significantly higher fatigue life as compared to the control specimens without interlayer. This result indicates that ECC could be used as a potential effective interlayer system to retard or mitigate reflective cracking.

Life-Cycle Cost Analysis of Mitigating Reflective Cracking

2003 ◽  
Vol 1823 (1) ◽  
pp. 73-79 ◽  
Author(s):  
Susan Tighe ◽  
Ralph Haas ◽  
Joseph Ponniah
Keyword(s):  
Service Life ◽  
Life Cycle Cost ◽  
Cost Savings ◽  
Economic Benefits ◽  
Crack Spacing ◽  
Reflective Cracking ◽  
International Roughness Index ◽  
Pavement Rehabilitation ◽  
Asphalt Overlay ◽  
Benefit Cost

Reflective cracking is a major and costly problem in many countries. It occurs in the top (overlay) layers above existing cracks in the lower (existing) pavement. This type of cracking can lead to premature deterioration of the pavement structure through the infiltration of moisture and debris. Although extensive research has been directed toward mitigation of the problem, work needs to be done, as it still appears to be a major problem. The problem is related in part to the fact that most of the work being done involves rehabilitation. One of the most common types of pavement rehabilitation is the use of an asphalt overlay. The focus of the present analysis is the economic benefits of reducing and treating reflective cracking before the placement of an asphalt overlay. A methodology for converting crack spacing to roughness is also presented. This information is used to examine how cracking is related to the measured international roughness index values. A model relating the amount of cracking to the loss of serviceability or a reduction in service life is presented. That model indicates that a reduction of transverse crack spacing from 5 to 20 m should result in a 5-year extension of service life, with a cost savings of $25,000 (2002 U.S. dollars) per two-lane kilometer. Measurement and treatment of cracking can also yield significant benefits. Benefit–cost ratios from the measurement of cracking can range from about 5 to 50, while proper and timely crack treatment (routing and sealing) can result in an extension of pavement life by 2 years and cost savings of $7,000 per lane kilometer.

Highly Modified Asphalt Binder for Asphalt Crack Relief Mix

2017 ◽  
Vol 2630 (1) ◽  
pp. 110-117 ◽  
Author(s):  
Matheus S. Gaspar ◽  
Kamilla L. Vasconcelos ◽  
Amanda H. M. da Silva ◽  
Liedi L. B. Bernucci
Keyword(s):  
Hot Mix Asphalt ◽  
Asphalt Binder ◽  
Asphalt Mixture ◽  
Bending Test ◽  
Asphalt Binders ◽  
Reflective Cracking ◽  
Modified Asphalt ◽  
Asphalt Overlay ◽  
Modified Asphalt Binder ◽  
Styrene Butadiene

Reflective cracking is a common issue with respect to rehabilitated asphalt pavements, especially when the rehabilitation is done by applying a hot-mix asphalt overlay on the existing damaged pavement. Several approaches can be adopted to delay reflective cracking. They include an increase of the overlay thickness and the use of a stress relief asphalt mixture (SRAM), which is a fine-graded, flexible, and thin asphalt interlayer. Because the efficiency of a SRAM is highly related to the properties of the asphalt binder used in the mixture, it is of interest to use a highly modified asphalt (HiMA) binder. This paper describes a field test comprising three sections at BR-116 (a heavily trafficked highway in Brazil). One of the rehabilitation strategies used for a cracked asphalt pavement was a 2.5-cm SRAM (produced with a HiMA binder) and 5-cm styrene–butadiene–styrene (SBS) hot-mix asphalt (HMA). The other two strategies were to apply SBS HMA overlays of different thicknesses (7.5 cm and 10.5 cm). The aim was to evaluate and compare the capability of these solutions to control reflective cracking. Rheological properties and multiple stress creep and recovery tests were performed on the asphalt binders, and the semicircular bending test was performed on the asphalt mixtures. The surface conditions were monitored, and the results for each section were compared. After a 29-month period, the section that received the interlayer had the lowest cracked area and showed better resistance than the overlays did to reflective cracking and better maintenance of the original thickness of the pavement.

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