Effect of Joint- and Pavement-Related Parameters on Load Transfer Characteristics of Aggregate Interlocked Jointed Concrete Pavement

Maitra, Swati Roy; Reddy, K. Sudhakar; Ramachandra, L. S.

doi:10.1007/s40890-019-0080-x

Cited by 3 publications

(3 citation statements)

References 15 publications

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“…The ground shape of the aircraft wheel is transformed from ellipse to rectangle by the area equivalence principle, which is shown in Figure 6 (26). According to the relevant literature, The length of the approximate ellipse tire tread L is taken as 0.5 m. The length and width of the simplified aircraft tire contact surface are 0.4356 m (0.8712 L) and 0.3 m (0.6 L), and the grounding area of a single tire is 0.4356 m 3 0.3 m = 0.13068 m 2 (15). According to the airport documents, the single-wheel load of the B737-800 aircraft is 156.75 KN.…”

Section: Finite Element Analysis Model Of the Pavement Structure Basi...mentioning

confidence: 99%

“…Peng analyzed the influences of slab interface condition, base extension, and structure combinations on deflection-based load transfer efficiency and stress reduction ( 14 ). Maitra studied the effects of joint-related parameters and pavement-related parameters on concrete slab joints’ mechanical response and load transfer capacity through a 3-D finite element model ( 15 ). Wadkar examined the influence of static airplane gear loads and slab size on joint load transfer efficiency through a 2-D finite-element software ( 5 ).…”

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Study of Structural Characteristics of Asphalt Overlays on Airport Pavement with Damaged Load Transfer Efficiency of Joints

Wang

Zhu

et al. 2021

Transportation Research Record

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In this paper, the real joint load transfer efficiency of airport pavement is calculated by combining the results of airport pavement deflection detection and ground-penetrating radar detection. Spring elements are used to simulate the actual load transfer efficiency of joints in ABAQUS. The impact of different asphalt overlays on the stress state of the critical point in the pavement is analyzed by the airport cement concrete pavement model. The result shows that adding a thin stress-absorbing layer with fine-graded and low modulus can effectively disperse the load transferred from the asphalt pavement to the cement pavement and the stress concentration at the joint under the asphalt overlay. Compared with airport pavement without a stress-absorbing layer, the tensile stress and shear stress at the critical point in the airport pavement asphalt overlay decreased by 24.62% and 22.49%, respectively. Therefore, the combination of the high-modulus upper layer and low-modulus lower layer can effectively reduce the tensile stress and shear stress at the critical point. In addition, increases in the thickness of the asphalt overlay can effectively improve the stress state at the critical point. When the thickness of the asphalt overlay changed from 13 cm to 21 cm, the maximum tensile and shear stress decreased by 8.82% and 8.92%, respectively. Finally, based on the analysis of the numerical simulation and field test verification, the optimal airport pavement asphalt overlay scheme is proposed.

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Section: Finite Element Analysis Model Of the Pavement Structure Basi...mentioning

confidence: 99%

mentioning

confidence: 99%

Study of Structural Characteristics of Asphalt Overlays on Airport Pavement with Damaged Load Transfer Efficiency of Joints

Wang

Zhu

et al. 2021

Transportation Research Record

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“…Estas losas de concreto tienen una geo-metría original de 3.500 mm de ancho por 3.500 mm de largo, que es una configuración tradicional en este tipo de construcciones en Chile. No se consideran barras de traspaso de carga en las juntas transversales de contracción, que es una configuración habitual en este tipo de pavimento y que permite una transferencia de carga a través de la trabazón de los agregados en la junta [19], [20].…”

Section: Geometría De Losas De Concretounclassified

Behavior analysis of maximum stresses induced in rigid pavements due to partial replacement of slabs

Guerra

2020

ITECKNE

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The objective of this study is to analyze the behavior of the maximum stresses induced in concrete slabs as a result of modifications in their geometry. This condition is due to maintenance operations that consider the partial replacement of paving slabs. The analysis is carried out by modeling finite elements of the pavement in sections that consider 2 transversal slabs and 3 longitudinal slabs. A square geometry, traditionally used in Chile, of 3,500 mm (length) x 3,500 mm (width) has been used as the base for each slab. The effect of partial replacement of the central slab by variable lengths in combination with variations in slab thickness of 150 mm, 160 mm, 180 mm and 200 mm has been studied for 3 types of subgrade. The models have been solved by means of finite element analysis and for this the EverFE 2.26 software has been used, which has been widely used for the study of rigid pavements. The maximum stresses induced by the most critical position of the load have been studied, which corresponds to the positioning of the single axle with dual tires on the edge of the slab. The results allow recommending a limit configuration in the partial replacement of slabs in order to control the maximum stresses induced and thereby avoid the reduction of their useful life. The determined increase in the stresses in the slab is between 3.63 and 7.61% and these values allow calculating by fatigue models, a decrease in the total number of load applications of 27% for slab thicknesses of 150mm (K=0.064 MPa/mm) and 14% for slabs of 200mm (K=0.064 MPa/mm) thickness, which is reflected in a reduction in its useful life.

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Semi-rigid Base Asphalt Pavement Crack Identification Based on FWD Detection Technology

Liu,

Yang,

Wang

et al. 2024

Journal of Civil and Transportation Engineering

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In this study, the fracture damage state was determined comprehensively according to the linear shape of the bending curve and the maximum bending value. The bending curve was drawn through the distance between the detection point and the crack and its bending value. This method detects the bending of both sides of the crack within a certain range, and judges the influence range and damage state of the crack according to the bending curve drawn by the distance of the detection point from the crack and its bending value. It solves the problem of inaccurate observation and judgment of the appearance of crack damage state of the existing semi-rigid base asphalt pavement, and provides scientific, accurate and economic basis for the formulation of pavement maintenance and repair program.

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Effect of Joint- and Pavement-Related Parameters on Load Transfer Characteristics of Aggregate Interlocked Jointed Concrete Pavement

Cited by 3 publications

References 15 publications

Study of Structural Characteristics of Asphalt Overlays on Airport Pavement with Damaged Load Transfer Efficiency of Joints

Study of Structural Characteristics of Asphalt Overlays on Airport Pavement with Damaged Load Transfer Efficiency of Joints

Behavior analysis of maximum stresses induced in rigid pavements due to partial replacement of slabs

Semi-rigid Base Asphalt Pavement Crack Identification Based on FWD Detection Technology

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