Composite Pavement Systems, Volume 1: HMA/PCC Composite Pavements

Rao, Shreenath; Darter, M I; Tompkins, Derek; Vancura, Mary; Khazanovich, Lev; Signore, Jim; Coleri, Erdem; Wu, Rongzong; Harvey, J.; Vandenbossche, Julie M.

doi:10.17226/22685

Cited by 12 publications

(6 citation statements)

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“…To overcome this potential limitation, a two-lift pavement design can be implemented. Field studies have successfully demonstrated that the bottom lift can contain RAP or FRAP (2,3,16), RCA (17)(18)(19), or both RCA and RAP (20,21). In these studies, the top lift generally contains a higher-quality aggregate to provide a durable surface.…”

mentioning

confidence: 99%

Flexural Capacity of Full-Depth and Two-Lift Concrete Slabs with Recycled Aggregates

Brand

Amirkhanian

Roesler

2014

Transportation Research Record: Journal of the Transportation R

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Full-depth and two-lift concrete slabs were cast with fractionated reclaimed asphalt pavement and recycled concrete aggregate as partial and full replacements of the coarse aggregate in a ternary blend concrete containing cement, slag, and fly ash. These large-scale slabs were monotonically loaded at the edge to quantify the effect of recycled aggregates on the slab's flexural capacity. Although the introduction of these recycled aggregates into the concrete reduced the compressive, split tensile, and flexural strengths as well as the elastic modulus of the concrete relative to virgin aggregate concrete, fracture testing demonstrated that recycled concrete aggregate can have fracture properties statistically similar to those of virgin aggregate concrete. Testing of the flexural capacity of the slabs revealed that concrete with recycled aggregates had peak loads at failure similar to or greater than those of virgin aggregate concrete despite a significant difference in beam flexural strength. The calculated tensile stress in the slab at flexural failure was underpredicted by the beam flexural strength by a factor of 1.5 for virgin aggregate concrete and 1.9 to 2.7 for concrete with recycled aggregates; these findings demonstrate that the beam flexural strength results are not always reliable predictors of slab capacity, especially with recycled aggregates. Because of lower beam flexural strengths with recycled aggregates, pavement engineers should compare the fracture properties of concrete containing recycled aggregate with those of typical virgin aggregate concrete before deciding whether to increase the required concrete slab thickness.

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mentioning

confidence: 99%

Flexural Capacity of Full-Depth and Two-Lift Concrete Slabs with Recycled Aggregates

Brand

Amirkhanian

Roesler

2014

Transportation Research Record: Journal of the Transportation R

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“…Model Geometry and Boundary Condition. The FE model was developed based on a selected section from a heavy vehicle simulator (HVS) test track at the University of California Pavement Research Center (UCPRC) (11) as highlighted in Figure 1. The asphalt material used in the AC overlay for the selected section 2 of Lane B includes a polymer modified binder (PG64-28 PM).…”

Section: Fe Model Informationmentioning

confidence: 99%

Study on Thermal Reflective Cracking of Asphalt Concrete Overlays on Concrete Pavements Under Moderate Temperature Variations Using Finite Element Model

Jiao

Harvey

et al. 2023

Transportation Research Record: Journal of the Transportation R

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This study investigated the effects of moderate daily temperature variations on reflective cracking in asphalt concrete (AC) overlays on Portland cement concrete (PCC) pavements using three-dimensional (3D) finite element (FE) modeling. The FE model consists of an AC overlay on top of PCC slabs, followed by aggregate base and subgrade. The year-round temperature variations were divided into discrete groups using a clustering technique and each group was applied separately in the FE model. The maximum stress and strain values associated with each temperature variation group were determined using the FE model and used as the driving force corresponding to the thermally induced damage in the AC overlay. The results show that the maximum stress and strain values in the overlay depend on the hourly temperature variation as well as the seasonal temperature profile. The daily temperature variation controls the deformation of the underlying PCC slabs, whereas the seasonal temperature profile determines the viscoelastic properties of the AC overlay. The estimated maximum tensile stress and strain values suggest that the AC overlay is primarily subjected to damage from repetitive thermal loading instead of one-time fracture events for moderate temperature variations. In addition, when the AC overlay is fully bonded to the PCC slabs, the thermal strains are much greater than the traffic induced strains, indicating a high possibility of thermal reflective cracking being the dominant damage mechanism for these cases.

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“…Initial research on the reflective cracking of continuous reinforced composite pavement is based on the analysis of the influence of single factors, ignoring the effects of reflective cracking under the combined action of load, variable temperature, CRCtransverse-crack load transfer capacity, interlayer bonding state, and so on [6][7][8][9][10][11][12][13]. On the other hand, recent literature on the reflective cracking of continuous reinforced composite pavement suggest complete series of results formed from mechanism research, design methods and design procedures, AC layer mixture design, construction, inspection, and evaluation [14][15][16][17][18][19][20][21]. Based on the theory of fracture mechanics, this study uses the finite element software "Abaqus" utilizing contour integration method to calculate the position of the reflective cracking tip of the continuous reinforced composite pavement under the coupling of multiple factors such as load, temperature change, CRC-transverse-crack load transfer capacity, and interlayer bonding state.…”

Section: Introductionmentioning

confidence: 99%

Numerical Analysis of Reflective Cracking of Continuous Reinforced Composite Pavement under Multifactor Coupling

Luo

Tian

Niu

2021

Mobile Information Systems

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The occurrence and expansion of reflective cracking is a typical problem associated with the composite pavement that has a proven impact on the life of the continuous reinforced composite pavement. The current research studies a 3D finite element model to preset cracks at the top of the continuously reinforced concrete (CRC) layer’s transverse crack and at the bottom of the asphalt concrete (AC) layer based on the theory of linear elastic fracture mechanics in order to explore the factors responsible for the reflective cracking formation mechanism and expansion law. Considering the main stress parameters that affect the formation of reflective cracking (layer bottom tensile stress and vertical shear stress), the most unfavorable load position and the most unfavorable point of the corresponding stress parameter are determined that are then used to calculate the stress intensity factor of the crack tip under the coupling effect of multiple factors based upon the position and point above the crack, by using the confinement integral. The variance analysis of the stress intensity factor of the crack tip under the multifactor coupling effect is conducted via an orthogonal test in order to determine the main factors affecting the formation and development of reflective cracking. Meanwhile, the analysis of single-factor sensitivity is carried out on all these factors, which reveal the real contribution in the formation and expansion of reflective cracking in the continuous reinforced composite pavement. The results show that the most unfavorable load position for reflective cracking is when the load is on the side of the CRC layer’s lateral crack, while the most unfavorable point of the stress parameter is concentrated within the range of the wheel track. At the same time, analysis of multifactor variance and that of single-factor sensitivity show that the cracking mode of reflective cracking in the continuous reinforced composite pavement is a mixed one, dominated by K2 (slip type), supplemented by K1 (open type), and participated by K3 (tear type), whereas the AC layer’s preset-crack depth ratio, instantaneous temperature drop, and CRC-transverse-crack load transfer capacity are the main factors that affect the formation and development of the reflective cracking. Moreover, a better bonding state between the AC layer and the CRC layer improves the stress intensity factor of the preset crack tip on the bottom of the AC layer.

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Composite Pavement Systems, Volume 1: HMA/PCC Composite Pavements

Cited by 12 publications

References 0 publications

Flexural Capacity of Full-Depth and Two-Lift Concrete Slabs with Recycled Aggregates

Flexural Capacity of Full-Depth and Two-Lift Concrete Slabs with Recycled Aggregates

Study on Thermal Reflective Cracking of Asphalt Concrete Overlays on Concrete Pavements Under Moderate Temperature Variations Using Finite Element Model

Numerical Analysis of Reflective Cracking of Continuous Reinforced Composite Pavement under Multifactor Coupling

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