Investigation on asphalt-screed interaction during pre-compaction: Improving paving effect via numerical simulation

Wang, Chonghui; Moharekpour, Milad; Liu, Quan; Zhang, Zeyu; Liu, Pengfei; Oeser, Markus

doi:10.1016/j.conbuildmat.2021.123164

Cited by 22 publications

(6 citation statements)

References 29 publications

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“…In the simulation, the interaction between the aggregates at the point of contact can be simplified as a pair of elastic springs, resulting in constant normal and shear stiffness [16,17]. After defining the contact model at the local scale, elastic contact is applied to the whole model at the macro scale, and the geometry's macro deformation calculation is then performed according to the contact rules [46].…”

Section: Objective and Methodologymentioning

confidence: 99%

Study on pre-compaction of pavement graded gravels via imaging technologies, artificial intelligent and numerical simulations

Wang

Zhou

Liu

et al. 2022

Construction and Building Materials

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Section: Objective and Methodologymentioning

confidence: 99%

Study on pre-compaction of pavement graded gravels via imaging technologies, artificial intelligent and numerical simulations

Wang

Zhou

Liu

et al. 2022

Construction and Building Materials

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“…In the case of a transversa dummy joint, the notch depth is 0.3 times the slab thickness of 0.27 m and the length is 12 m. This results in a joint mass of 3.2076 kg/5 m for a transverse dummy joint. To get the components of the concrete to the same functional unit as the other materials, all values for the calculation of the JPCP must be multiplied by 3240 m 3 and for that of the CRCP by 2880 m 3 . Table 1 shows the input that was incorporated in the LCCA analysis of CRCP and JPCP.…”

Section: Inventory and Impactmentioning

confidence: 99%

“…While asphalt offers benefits like reduced noise and easy maintenance, it comes with drawbacks such as frequent repairs and a shorter service life, which is the duration from the commencement of road usage until the point where the pavement's performance falls below acceptable benchmarks. This timeframe signifies the period during which the pavement structure, be it flexible pavement (from 15 to 30 years) or rigid pavement (from 30 to 60 years), operates efficiently, supporting traffic loads and enduring environmental conditions, without necessitating substantial repairs or reconstruction [1][2][3][4][5]. In contrast, concrete's high stiffness enables it to withstand traffic stresses over an extended period without permanent deformation.…”

Section: Introductionmentioning

confidence: 99%

An Evaluation of the Economic Viability and Accessibility of CRCP and JPCP: A Comparative Analysis

Moharekpour,

Shokri,

Wellerdick

et al. 2024

Sustainability

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Road infrastructure serves as a foundational driver of a nation’s economic and cultural growth. Incorporating life cycle cost analysis (LCCA), as well as considerations of availability and environmental impact, enables policymakers to make strategic decisions that not only enhance fiscal efficiency but also support sustainable progress. This paper centers on an in-depth examination of two prevalent pavement technologies: continuously reinforced concrete pavements (CRCP) and jointed plain concrete pavements (JPCP). It specifically delineates the application of these methods to a hypothetical one-kilometer motorway construction in Germany. Employing LCCA for concrete pavements, the paper evaluates long-term fiscal prudence among alternative investment opportunities, factoring in resource utilization—both materials and machinery—and long-term care and upkeep obligations over the pavements’ operational lifespans. The analysis extends to appraise agency expenditures associated with the pair of pavement strategies and estimates the concomitant delay durations and costs relevant to the exemplar project. Central to this research is the investigation of road availability and its quantifiable influence on traffic efficacy, parsing through metrics such as the tally of days roads are out of service and the subsequent repercussions on vehicular flow. The investigation also proposes strategies for the reduction of embodied carbon in CRCP and JPCP systems. While accounting for variances in functional performance and vehicular comfort levels, this study contributes scientifically by tackling pragmatic engineering dilemmas involved in pavement selection, with a spotlight on minimizing costs, curtailing traffic interruptions, and mitigating ecological impacts for the duration of the pavement’s life cycle.

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“…In order to assess the interaction between asphalt particles and pavers, the relative rotation pattern of particles was chosen to evaluate, because it strongly relates to the density fluctuation of the mixture [27], i.e., the preliminary compaction could be accomplished by pressing and compacting particles while their aggregates are continually rotating and rearranging, until the particles reach a stable state, and thus the degree of compaction can be determined by observing the relative rotational behavior of the particles [28].…”

Section: Illustration Of the Paving Processmentioning

confidence: 99%

Development of an FEM-DEM Model to Investigate Preliminary Compaction of Asphalt Pavements

et al. 2022

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Variations in pavement density have been widely monitored and investigated, both in laboratory and in field experiments, since the compaction of pavement is so critical to its long-term performance quality. In contrast to field testing, laboratory tests are simpler to produce but less accurate. Destructive drilled samples are used to conduct field testing; however, they are limited in their ability to assess density information at specific areas. The use of computationally aided approaches, such as the Finite Element Method (FEM) and the Discrete Element Method (DEM), in research involving asphalt mixtures is increasing, since these methods simulate and evaluate the characteristics of asphalt mixtures at macroscopic and microscopic scales. Individual particle behavior at the microscopic level cannot be fully represented using the FEM alone, and the computing cost of utilizing the DEM approach alone is prohibitively high. The objective of this work is to simulate the pre-compaction process by using the coupled FEM-DEM approach. In order to investigate the impact of the asphalt mixtures’ gradation, a dense-graded asphalt mixture (AC 11) and a gap graded asphalt mixture (PA 11) were simulated. Different paving speeds (4, 5, and 6 m/min) were applied on the preliminary compaction model of AC 11 to study the effect of the paving speeds on the compaction process. By comparing the angular velocity, which worked as a reference of compaction quality, it was demonstrated that the grade AC 11 asphalt mixtures performed better in the preliminary compaction process compared to the grade PA 11 asphalt mixtures. Moreover, since it has an effect on compaction, paving speed was carefully monitored and kept within a reasonable range in order to maximize both pavement quality and project efficiency.

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Investigation on asphalt-screed interaction during pre-compaction: Improving paving effect via numerical simulation

Cited by 22 publications

References 29 publications

Study on pre-compaction of pavement graded gravels via imaging technologies, artificial intelligent and numerical simulations

Study on pre-compaction of pavement graded gravels via imaging technologies, artificial intelligent and numerical simulations

An Evaluation of the Economic Viability and Accessibility of CRCP and JPCP: A Comparative Analysis

Development of an FEM-DEM Model to Investigate Preliminary Compaction of Asphalt Pavements

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