Evaluation of Subbase Friction for Typical Korean Concrete Pavement

Suh, Young Chan; Lee, Seung Woo; Kang, Min Soo

doi:10.3141/1809-08

Cited by 16 publications

(3 citation statements)

References 3 publications

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“…Therefore, the shear strength of the region between layers has a crucial impact on the service life of the cement concrete pavement. In this study, the interlayer shear test was performed to obtain the shear strength between the cement concrete surface and buffer layer and that between the buffer and cement-stabilized gravelbase layer, and the interlayer bonding coefficient was calculated using the finite-element simulation analysis [24,25].…”

Section: Materials and Methods Parameter Acquisition And Establishmen...mentioning

confidence: 99%

Structural Response of a Cement Concrete Pavement with a Buffer Layer to Temperature and Moving-Load Effects

Wang,

Li,

et al. 2024

Sustainability

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The main issues associated with cement concrete pavements are cracks and broken plates that affect driving comfort and road service life. To ensure sustainable use of the cement concrete, a buffer layer (AC-10) can be introduced between the base and the cement concrete panel. In this study, the interlayer shear test was performed, and the interlayer bonding coefficient under different temperature conditions was determined. The creep test of the buffer layer was also conducted, and the four parameters (E1, E2, η1, and η2) of the Burgers model of the buffer layer were analyzed using regression. According to the parameters obtained from the test, the finite-element model was established, and the moving load was applied to analyze the structural model response under high‑, medium-, and low-temperature conditions. The results show that the (1) temperature stress is mainly concentrated in the buffer layer and regions above the structural layer. At low temperatures, the maximum stress at the top of the surface layer is 2.16 MPa, and the vertical strain decreases as a function of depth. (2) Under the combined action of temperature and moving load, the variation ranges of tensile and compressive stresses at the top of the surface layer are the largest; the variation range of the buffer layer and the subsequent structure is small; the maximum warpage deformation of the surface layer is 0.453 mm under high-temperature conditions; and the maximum compression deformation is 0.219 mm under low-temperature conditions. (3) The comprehensive coefficient of the fatigue equation was modified, and the comprehensive coefficient of the fatigue equation under different vehicle speeds was proposed. This study provides a reference for the sustainable development of cement concrete pavements with buffer layers.

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Section: Materials and Methods Parameter Acquisition And Establishmen...mentioning

confidence: 99%

Structural Response of a Cement Concrete Pavement with a Buffer Layer to Temperature and Moving-Load Effects

Wang,

Li,

et al. 2024

Sustainability

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show abstract

“…In order to investigate the interface characteristics between cement board and grassroots, many domestic and foreign scholars had carried out lots of deep study. Xiao Yimin, Hongbo Zhang, jinqi Gao, Young, Chan Suh [8] had done the research of interface layer friction between concrete panels and various base. In the AASHTO design guide, based on different materials at the base layer, the recommended coefficient of friction between concrete and base layer could be shown in Tab.3.…”

Section: Interlayer Contactmentioning

confidence: 99%

Monolithic Roadbed's Mechanical Behavior Affected by Structural Thickness under Tram

Huang

Su²,

Shao³

et al. 2013

AMM

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Based on ABAQUS software, a 3-D finite element model which content the nonlinear contact problems and contact-earth subgrade-monilithic was given to analysis the mechanical behavior of the monolithic roadbed. Mechanics behavior and deflection of the monolithic roadbed, deflection and compressive stress of earth subgrade evaluated in detail with respect to varied structure layer combination and materials parameters. The results indicate that the increase roadbed thickness can significantly reduce the monolithic roadbeds tensile stress, which can reach 1.042MPa. With the increase of the friction coefficient, level of tensile stress σdy, monolithic deflection Dd , the compressive stress σsz and deflection on earth subgrade were slightly reduced.

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“…Many national and international research efforts have indicated the significance of the base layers condition and interlayer friction in the performance of rigid pavements (3)(4)(5)(6)(7)(8). In the JPCP fatigue model, the effect of erosion as a key component of friction loss is not considered.…”

mentioning

confidence: 99%

Approach to Estimate Time to Friction Loss in Pavement Mechanistic-Empirical for the Florida Concrete Test Road

Issa

Greene

2023

Transportation Research Record: Journal of the Transportation R

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Local calibration of the fatigue cracking model used in the AASHTO Pavement Mechanistic-Empirical (ME) software is critical to accurately prediction of the performance of jointed plain concrete pavement (JPCP). Although calibration involves optimizing coefficients used in the model, other design inputs such as time to friction loss can have a significant impact on pavement performance. The degradation of friction between the concrete and supporting layers is a critical input since it indicates deterioration of the JPCP system before fatigue cracking is observed on the surface. This paper proposes an approach for estimating the time to friction loss for JPCP based on the relationship between effective thickness and pavement age determined with falling weight deflectometer (FWD) data. This study shows that using the estimated time to full friction loss rather than the default time causes a significant impact on pavement performance compared with only optimizing calibration coefficients. Ten sections with a similar climatic zone and JPCP structures to Florida’s concrete test road were considered in the development of a relationship between the time to full friction loss and pavement structure thickness. The relationship was used to estimate the expected time to friction loss for the Florida concrete test road as approximately 55 months for sections with a concrete thickness of 7 in. and 164 months for concrete sections of 10 in.

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Evaluation of Subbase Friction for Typical Korean Concrete Pavement

Cited by 16 publications

References 3 publications

Structural Response of a Cement Concrete Pavement with a Buffer Layer to Temperature and Moving-Load Effects

Structural Response of a Cement Concrete Pavement with a Buffer Layer to Temperature and Moving-Load Effects

Monolithic Roadbed's Mechanical Behavior Affected by Structural Thickness under Tram

Approach to Estimate Time to Friction Loss in Pavement Mechanistic-Empirical for the Florida Concrete Test Road

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