Automatically melting snow on airport cement concrete pavement with carbon fiber grille

Lai, Yong; Liu, Yan; Ma, Daoxun

doi:10.1016/j.coldregions.2014.03.008

Cited by 98 publications

(38 citation statements)

References 7 publications

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“…However, the effect of anti-icing and snow-melting performance using crumb modified asphalt mixture is weaker than that using snow-melting chemical agents. Some other researchers installed conductive wires under concrete pavements and heat the pavement for the purpose of deicing [15,16]. High elastic asphalt (HEA), also known as high elastic modified asphalt, is a modified asphalt based on regular SBS asphalt using additional modifiers such as plasticizers and cross linkers [17].…”

Section: Introductionmentioning

confidence: 99%

Performance evaluation of high-elastic asphalt mixture containing deicing agent Mafilon

Luo

Yang

2015

Construction and Building Materials

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Section: Introductionmentioning

confidence: 99%

Performance evaluation of high-elastic asphalt mixture containing deicing agent Mafilon

Luo

Yang

2015

Construction and Building Materials

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“…1 The traditional method of pavement snow removal with snow-melting chemicals or machine induces flight delay and needs a large number of manpower, chemicals and machine, which is labour-intensive and time-consuming. The use of snow-melting chemicals also leads to some adverse effects on the structure, function and environment 2 : damage to concrete pavement, corrosion of drainage system and destruction of the soil ecological environment.…”

Section: Introductionmentioning

confidence: 99%

Research of carbon fibre grille reinforced composites in airport pavement snowmelt

Liu¹,

Lai²,

X.³

2015

Materials Research Innovations

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In this paper, the method of melting snow on airport pavement with carbon fibre grille reinforced composites is presented to avoid the adverse effects of snow-melting chemicals. The strength and resistance of different composites are analysed. The field snow-melting experiments of pavement in which carbon fibre grilles are embedded in different depths are conducted when the snow is heavy. The temperatures along the depth of pavement are analysed at different times. It is shown that, with an input power of 300 W m −2 , the 2.6 cm thick snow can be melted within 4 hours, which is just for melting snow at this condition. The snow-melting of 5 cm embedded depth of carbon fibre grille is better. The findings indicate that the method of melting snow on airport pavement containing the grille made of carbon fibre heating wires and steel bar is feasible in the snowy weather condition.

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“…As an environmentally friendly, clean, and sustainable alternative, a thermal snowmelt technology can provide one of the solutions [6]. e thermal method includes hydronic pipes [2,7,8], electric heating cables [9,10], and electrically conductive concrete [11,12]. Among these three technologies, the hydronic heating system in which the heat is extracted from geothermal, solar energy, and industrial waste heat has received the most attention due to its certain inherent advantages such as the improvement of energy efficiency and reduction in emissions [6,13].…”

Section: Introductionmentioning

confidence: 99%

Thermal Analyses and Responses of Bridge Deck Hydronic Snow Melting System

Feng

Yin

2019

Advances in Civil Engineering

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The hydronic snow melting pavement (HSMP) system is an environmentally friendly, clean, and sustainable alternative to traditional approaches for bridge deck snowmelt. The objective of this paper is to investigate the temperature field and thermal responses of HSMP by a three-dimensional finite element (3D FE) model based on the thermal-fluid coupling method. Considering the full fluid domain, the model simulates the dynamic temperature field and obtains the dynamic heat load of HSMP. Results show that the model factually simulates the decrease of fluid temperature along the pipe. The insulation of bridge deck bottom reduces heat loss, and heating demand can be lowered. Due to the ambient temperature changes, preheating is an effective approach of energy conservation and the start time of heating proposed is at 10 : 00 to 16 : 00. The flow velocity has a slight influence, and the recommended magnitude is 0.6 m/s. The shallower pipe embedded depth and the narrower pipe spacing can improve the surface temperature of HSMP and the uniformity of snowmelt process. Under ambient temperature loads, the maximum principle tensile stress of HSMP is induced at the contact interface between pipes and surrounding concrete, and the magnitude is greater than that of the conventional pavement. Under ambient temperature loads and fluid circulation, heated pipes can effectively prevent thermal shrinkage cracking and extend service life of HSMP. With increase of the pipe embedded depth and decrease of the pipe spacing, the chance of thermal shrinkage cracks decreases. For both optimum snowmelt efficiency and thermal cracking reduction, the pipe embedded depth of 7 cm and pipe spacing of 10 cm are recommended for HSMP with the inlet fluid temperature of 15°C.

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Automatically melting snow on airport cement concrete pavement with carbon fiber grille

Cited by 98 publications

References 7 publications

Performance evaluation of high-elastic asphalt mixture containing deicing agent Mafilon

Performance evaluation of high-elastic asphalt mixture containing deicing agent Mafilon

Research of carbon fibre grille reinforced composites in airport pavement snowmelt

Thermal Analyses and Responses of Bridge Deck Hydronic Snow Melting System

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