Model of multiple-layer pavement structure-subsoil system

Kadela, Marta

doi:10.1515/bpasts-2016-0084

Cited by 20 publications

(17 citation statements)

References 32 publications

(41 reference statements)

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“…Przyjęto warunki pełnej sczepności pomiędzy warstwami. Model MES został zdyskretyzowany siatką o wymiarach boków rów-nych 10 mm w strefie zagęszczenia pod obciążeniem, a wymiary boków elementów siatki w pozostałym dyskretyzowanym obszarze zostały tak dobrane, by zachować proporcję 1:3 [13]. …”

Section: Model Obliczeniowyunclassified

Zastosowanie Pianobetonu W Warstwach Konstrukcji Nawierzchni Drogowej

Kadela¹

2017

ZNPRzBiS

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ZASTOSOWANIE PIANOBETONU W WARSTWACH KONSTRUKCJI NAWIERZCHNI DROGOWEJPianobeton jest klasyfikowany jako beton lekki, który powstał poprzez zamknięcie w zaczynie cementowym porów powietrza, utworzonych przy użyciu środka pianotwórczego. Chociaż sam pianobeton jest znany od około 100 lat, praktyczne jego zastosowanie dotychczas ograniczało się głównie jako materiału niekonstrukcyjnego. Przez wiele lat był stosowany jako materiał stosowany do wypełnienia wolnych przestrzeni przy ścianach oporowych, izolacja fundamentów, warstwa pod posadzką oraz jako izolacja akustyczna. Jednakże w ostatnich latach rośnie zainteresowanie pianobetonem jako materiałem konstrukcyjnym. W artykule przedstawiono zastosowanie pianobetonu w drogownictwie, ze szczególnym uwzględ-nieniem nawierzchni drogowych. Przedstawiono również wyniki badań laboratoryjnych oraz analiz numerycznych, stanowiących przesłankę do zastosowania pianobetonu w warstwie podbudowy pomocniczej nawierzchni drogowej. W ramach badań laboratoryjnych, mających na celu wyznaczenie właściwości fizycznych materiału przeprowadzono badania wytrzymałości na ściskanie, wytrzymałości na rozciąganie i badanie nasiąkliwości. Wykazano, że dla pianobetonu wraz ze wzrostem gęstości wrasta wytrzymałość na ściskanie, wytrzymałość na rozciąganie, natomiast spada nasiąkliwość materiału. Ponadto wykonano także badanie mrozoodporności, gdzie próbki pianobetonu zostały poddane 25 cyklom zamrażania-odmrażania. Zaobserwowano 15% spadek wytrzymałości na ściskanie próbek poddanych cyklom zamrażania-odmrażania w porównaniu do próbek nie poddanych działaniu mrozu (świadków). Wyniki analiz numerycznych wskazują, że w spodzie warstwy podbudowy pomocniczej z materiałów stabilizowanych spoiwami hydraulicznymi dla nawierzchni kategorii ruchu KR5 ułożonej na podłożu o nośności G1÷G4, powstają naprężenia rozciągające niższe niż wytrzymałość na rozciąganie dla pianobetonów o gęstości 860÷1060 kg/m 3 .

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Section: Model Obliczeniowyunclassified

Zastosowanie Pianobetonu W Warstwach Konstrukcji Nawierzchni Drogowej

Kadela¹

2017

ZNPRzBiS

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“…[10] and structure-subsoil interaction of multiple-layer pavement structure system (M. Kadela) [11]. These are examples of the search for particular models: how to predict the response of an engineering structure to the given loads throughout its service life.…”

Section: Risk Of Performance Evaluationmentioning

confidence: 99%

“…seeking for the technological [11] and construction [10] solution. In particular, the aims of the studies find a theoretical basis for some engineering quests: dynamic stability of the selected construction elements (P. Obara, W. Gilewski) [10] and structure-subsoil interaction of multiple-layer pavement structure system (M. Kadela) [11].…”

Section: Examples Of the Analytical [10] And Numerical [11] Modelsmentioning

confidence: 99%

“…The innovative interpretation of the equivalent performance concept has also been presented in the paper. In particular, the aims of the studies find a theoretical basis for some engineering quests: dynamic stability of the selected construction elements (P. Obara, W. Gilewski)[10] and structure-subsoil interaction of multiple-layer pavement structure system (M. Kadela) [11]. These are examples of the search for particular models: how to predict the response of an engineering structure to the given loads throughout its service life.…”

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confidence: 99%

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Civil Engineering – Ongoing Technical Research. Part I

Czarnecki

Gemert

2016

Bulletin of the Polish Academy of Sciences Technical Sciences

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versy: the requirement of durability (over 50 years) versus the risk of progress. We need to ensure that construction elements meet the requirements not only at the time of testing, but also that they will be good enough after tens of years of service life. The nature of an applied science involves the problem of equilibrium between simplicity and accuracy. The "breaking even" in the meaning of probably approximately correct model and value. The risk of estimation error, even a small one, could cause in consequence a catastrophic result.All these problems are discussed in the invited paper opening the section, entitled: "Scientific basis and rules of thumb in civil engineering: Conflict or harmony?", examining the meaning and justification of "the rules of thumb" [3] in the construction field, in which science and engineering are so intermingled. Shortly speaking, how much "it is better to be roughly right than precisely wrong" (J. M. Keyness). All the other papers in the Section illustrate those problems in various but very obvious ways. The topics of the papers could be assigned under the headlines that follow. The seminar accompanying the anniversary of ITB, entitled "The Strategy of Construction Research Institutes", presented a compendium of knowledge and strategy of building institutes that co-shape the European construction space. The regulations of ITB stated that the Building Research Institute was established to conduct comprehensive research in order to improve and increase production of construction and road materials, as well as to improve construction technology using all scientific advances. Of course, to create trends in the discipline development is not the task or mission of ITB only. Risk of performance evaluationIn this context, the word "ongoing" in the Section title has been treated both literally and figuratively. All current waiting papers from the editorial civil engineering portfolio have been included into the Special Section. The papers which are presently in the editorial process will be published in the Special Section Part II. In such case we have not only obtained a cross-section of the present publishing activity, but also the characteristic picture of the civil engineering in a flash. Although very randomly created, this picture is a surprisingly comprehensive one.Civil engineering as a discipline of applied science is always seeking for its place on the map of knowledge. Each of the papers included in this Special Section consists of two components: science and engineering balanced in various ways. One of the dilemmas of the civil engineering is the following contro- (W. Węgrzyński, P. Sulik) [8] illustrate a dynamically developing sub-discipline -fire safety engineering. How fire safety requirements shape the development of civil engineering has been considered and documented. The frost resistance is one of the basic attributes of concrete durability. This problem is discussed by J. Wawrzeńczyk et al. [9], focusing on the concrete with granulated blast furnace slag. The subjec...

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“…Much effort is put into refining and understanding different processes for producing warm-mix and half-warm asphalt mixes [5][6][7][8], cold deep recycled mixes [9], as well investigating novel additives opening new possibilities [10]. With the rise of new classes of paving materials, new binders for improving subgrade are developed [11], pavement mechanics and requirements are constantly being better understood and formulated [12,13]. In the recent years, much work has been done to properly describe the non-elastic behavior of bituminous materials, with special considerations to their fatigue characteristics [14,15].…”

Section: Introductionmentioning

confidence: 99%

Laboratory testing of low temperature asphalt concrete produced in foamed bitumen technology with fiber reinforcement

Chomicz-Kowalska

2017

Bulletin of the Polish Academy of Sciences Technical Sciences

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Abstract. The paper presents the design process and test results of warm mix asphalt concrete produced with modified foamed bitumen and recycled synthetic fiber reinforcement. Recycling and low-temperature asphalt production techniques are now seen as the possibilities to increase the sustainability and energy effectiveness of road construction. Although low processing temperatures permit increased use of reclaimed and recycled materials in new asphalt mixes, they sometimes result in impaired service performance. The aim of this article was to present a possibility of producing a better performing asphalt concrete (in comparison to a control hot-mix) at lower temperatures. For this purpose two road paving bitumens modified with a surface active agent and a Fischer-Tropsch wax thoroughly tested for their basic, rheological characteristics and foaming performance. Selected binders were used for producing two control mixes (hot-mix and foamed warm mix with 35/50 bitumen) as well as the experimental mix with the modified 50/70 bitumen and an addition of synthetic fiber material from recycling of automotive tires. Basic properties of the mixes were tested (air void content, moisture susceptibility with one freeze-thaw cycle, wheel tracking) along with stiffness moduli and fatigue resistance. It was concluded that the control foamed warm-mix performed significantly worse than the hot-mix, while the experimental warm-mix with modified bitumen and fiber additive exhibited increased performance and resistance to fatigue and moisture. Utilization of foamed bitumen with conjunction with certain additives may permit production of bituminous mixes and paving of asphalt at temperatures out of reach of the classic warm mix asphalt techniques. Obtaining adequate compaction and service performance in these techniques requires usually the combined use of surface active agents and low viscosity wax additives. Low temperature asphalt mixes produced and placed at considerably lower temperatures compared to conventional hot mix asphalt require particular attention and adequate compaction because climatic factors (water and frost) as well as traffic loads can have a larger impact on their durability and service life. The extent of this problem increases when acidic aggregates are used and coating them fully and permanently with asphalt binder may be difficult. Premature failure in asphalt containing hydrophilic (acidic) aggregates due to water and frost damage can be prevented by using additives strengthening the adhesion between the bitumen and the aggregates.The use of typical adhesion promoters either alters the interfacial conditions at the aggregate-bitumen phase boundaries or improves the adhesive bond between the two. The first group of modifiers improves the wetting of aggregates by the binder so that it is favored over wetting with water, while the latter increase natural cohesive forces arising from the interaction of electrostatic charges in the bitumen particles and on the aggregate surface. Both these actions lead to the ...

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Model of multiple-layer pavement structure-subsoil system

Cited by 20 publications

References 32 publications

Zastosowanie Pianobetonu W Warstwach Konstrukcji Nawierzchni Drogowej

Zastosowanie Pianobetonu W Warstwach Konstrukcji Nawierzchni Drogowej

Civil Engineering – Ongoing Technical Research. Part I

Laboratory testing of low temperature asphalt concrete produced in foamed bitumen technology with fiber reinforcement

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