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Journal ArticleDOI

Asphalt Layer Cracking Behavior and Thickness Control of Continuously Reinforced Concrete and Asphalt Concrete Composite Pavement

01 Aug 2022-Buildings-Vol. 12, Iss: 8, pp 1138-1138
TL;DR: Based on thermal-mechanical coupling simulation analysis and physical engineering tracking observation, the mechanical behavior and response of a continuously reinforced concrete and asphalt concrete composite pavement layer were analyzed, and the causes of cracking on the surface and bottom of the asphalt layer were revealed as discussed by the authors .
Abstract: Based on thermal–mechanical coupling simulation analysis and physical engineering tracking observation, the mechanical behavior and response of a continuously reinforced concrete and asphalt concrete (CRC + AC) composite pavement layer were analyzed, and the causes of cracking on the surface and bottom of the asphalt layer were revealed. Studies have shown that under normal driving conditions, the AC layer, which is usually in the position of the wheel load gap and wheel load side, more easily generates a longitudinal “corresponding crack”. Compared to normal driving, longitudinal cracks are generated more easily inside of the curve, and transverse cracks occur more easily on poor stadia curves. When the AC layer thickness is less than 8 cm, the AC layer is more prone to bottom-up cracking, and it is more prone to top-down cracking when it is more than 8 cm thick. Comprehensively considering the tensile stress, shear stress, and the thickness of the AC layer, it is recommended that the suitable thickness range of the AC layer is 8 cm~14 cm. The calculated results show good agreement with the physical engineering investigation. The research results can provide a theoretical and scientific basis for cracking control and the rational design of a CRC + AC composite pavement layer.
Citations
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TL;DR: In this article , the effect of NaOH-treated bamboo powder (BP) treated by NaOH on the asphalt binder's properties was discussed on the basis of previous study on the rheological property of bamboo powder modified asphalt at high temperature.
Abstract: For expanding the application field of bamboo and improving the utilization rate of bamboo, the effect of bamboo powder (BP) treated by NaOH on the asphalt binder’s properties was discussed on the basis of previous study on the rheological property of bamboo powder modified asphalt at high temperature. The specific surface area, pore size distribution and pore structure of NaOH treated BP were analyzed by nitrogen adsorption experiment, and its micro morphology was explained by SEM. The high temperature stability, low temperature ductility, shear deformation resistance and rut resistance of BP asphalt binder were analyzed by the softening point, the ductility, the viscosity and dynamic shear rheological test. The results showed that under the treated by NaOH, the BP epidermis produced lamellar peeling, increased the specific surface area, the surface morphology was rougher, effectively improve the surface infiltration and physical adsorption capacity of BP and the asphalt binder. Both NaOH concentration and BP content increased would play positive roles on the asphalt binder’s properties, including the high temperature stability and shear deformation resistance. But the concentration and proportion should be moderate. It is suggested that 10% of BP treated with 2.5 mol/L NaOH concentration can obtain better performance of asphalt binder. By turning waste into treasure, the effective utilization of bamboo leftovers, which is a green environmental protection material, is realized, and the asphalt binder’s properties is significantly improved under the condition of simple process and low production cost.
References
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Journal ArticleDOI
TL;DR: In this paper, a multi-layered elastic computer code, APRA, was utilized to compute the horizontal tensile strain at the pavement surface, which is the most appropriate candidate for top-down cracking.
Abstract: Various types of responses have been selected in the past as the driving forces of the top-down cracking. However, the most appropriate candidate for top-down cracking is the horizontal tensile strain at the pavement surface, considering the horizontal tensile strain at the bottom of asphalt layer has been historically used as the critical response for bottom-up cracking in the ME design. In this study, the mechanisms of top-down cracking are investigated based on the horizontal tensile strain at the surface. A multi-layered elastic computer code, APRA, was utilized to compute the horizontal strains at the pavement surface. APRA uses the Lucas algorithm and integration, summation and extrapolation methods to accurately determine the surface responses. The results show that traffic loading may induce significant horizontal tensile strain in the transverse direction at the surface, which is a major cause of the top-down cracking. The critical location of the tensile strain is just outside the tyre edges. It...

26 citations

Journal ArticleDOI
TL;DR: In this article, temperature responses of asphalt pavements are significant, because of their potential influence on pavement structure design and distress prevention, particularly in areas that experience large temperature variations, particularly during large rainfall events.
Abstract: Temperature responses of asphalt pavements are significant, because of their potential influence on pavement structure design and distress prevention, particularly in areas that experience large te...

25 citations

Journal ArticleDOI
TL;DR: In this article, a mechanistic pavement modelling approach is presented to predict the performance and damage characteristics of composite pavements at low-temperature conditions, and the results show that the approach is more accurate than the traditional approach.
Abstract: This study presents a mechanistic pavement modelling approach to predict the performance and damage characteristics of composite pavements at low-temperature conditions. To meet the research object...

25 citations

Journal ArticleDOI
TL;DR: In this paper, the authors used finite element models (FEM) to determine the thermally induced J-integral at the tip of thermal crack, which was used in the Paris' law to calculate the cumulative thermal crack growth over time and thermal cracking fatigue life.

22 citations