Modelling and simulation of pavement drainage

Ressel, Wolfram; Wolff, Anne; Alber, Stefan; Rucker, Irmgard

doi:10.1080/10298436.2017.1347437

Cited by 15 publications

(7 citation statements)

References 25 publications

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“…Based on the two-dimensional model (Ressel et al, 2019), the flow field (Figure 1) showed the flow direction variation on the pavement. Due to the existence of zero cross slope, it is more likely to be inundated during the transition.…”

Section: L Smentioning

confidence: 99%

“…According to Wolff (2013) and , in contrast to one-dimensional models, two-dimensional shallow water equations can accurately characterize the flow field of pavement runoff considering the influence of multiple factors, such as pavement width, slope and drainage types (Geng et al, 2019). Ressel et al (2019) pointed out that traditional one-dimensional models describing the flow on the one-dimensional drainage paths have certain limitations, because most hydrological processes on the pavement surface occur in the two-dimensional space with a temporal variation. High-performance computers may help in the simulation of fluid behavior, such as dam-break waves, propagation of flood waves in rivers, flood plain inundations, etc.…”

Section: Introductionmentioning

confidence: 99%

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Evaluation of Pavement Runoff and Driving Safety on Highway Curve Segment

Geng

Zhou

Gong

et al. 2021

BJRBE

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Runoff depth distribution on the concave and circular curve sections is obtained from a two-dimensional numerical simulating model in order to analyze the temporal and spatial variation of the pavement runoff on the curve section. The two-dimensional model verified by the field data can depict the alignment of pavement more accurately as compared to the empirical equation and a one-dimensional model. The runoff on the concave section and circular curve section is compared for the free water drainage and centerline drainage. Results show that a two-dimensional model is essential for the analysis of the centerline drainage. The runoff depth can be controlled by a reasonable curb height and location interval. The drainage type affects the variation of the runoff depth on the nearside lane, and the maximum water depth can be up to more than 80 mm on the concave section and nearly 60 mm on the circular curve section under centerline drainage. Besides the existing hydroplaning results, the runoff depth difference of the wheel trace should be considered to evaluate driving safety. Sideslip will occur when the depth difference becomes more than 6 mm under condition that the runoff depth is less than the tread depth (7 mm). When the runoff depth is more than the tread depth, sideslip will occur once the depth difference exceeds 4 mm.

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Section: L Smentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Evaluation of Pavement Runoff and Driving Safety on Highway Curve Segment

Geng

Zhou

Gong

et al. 2021

BJRBE

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“…A number of models dealing with flow and drainage in porous pavements have previously been proposed (e.g., [43,44]). Porous pavement drainage is also addressed in the authors' DFG Research Group FOR 2089 [45] (see, e.g., [46,47]).…”

Section: Geometry-dependent Model For Surfacementioning

confidence: 99%

“…e measured difference between the distances, repeated at 27 fixed points on the surface, results in an average water depth. e experiments are described in more detail in [16,41,47].…”

Section: Mathematical Description Of the Pavement Runoffmentioning

confidence: 99%

“…Including the discharge q as a source, as described above, and the slope friction S f in the xand y-direction in (1), the depth-averaged shallow water equations applicable to pavement surface runoff are obtained via [42]: e numerical approach was implemented in DuMu X (as explained in Section 2.3); see [47] for a more detailed description and [42] for the complete derivation of the mathematical equations and the numerical approach.…”

Section: Mathematical Description Of the Pavement Runoffmentioning

confidence: 99%

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Modeling of Surface Drainage during the Service Life of Asphalt Pavements Showing Long‐Term Rutting: A Modular Hydromechanical Approach

Alber

Schuck

Ressel

et al. 2020

Advances in Materials Science and Engineering

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This paper presents a modular hydromechanical approach to assess the short- and long-term surface drainage behavior of arbitrarily deformable asphalt pavements. The modular approach consists of three steps. In the first step, the experimental characterization of the thermomechanical asphalt material behavior is performed. In the second step, information about the long-term material behavior of the asphalt mixtures is integrated on the structural scale via a finite element (FE) tire-pavement model for steady-state rolling conditions and time homogenization in order to achieve a computationally efficient long-term prediction of inelastic deformations of the pavement surface (rut formation). In the third step, information regarding the current pavement geometry (deformed pavement surface) is used to carry out a surface drainage analysis to predict, e.g., the thickness of the water film or the water depth in the pavement ruts as a function of several influencing quantities. For chosen numerical examples, the influence of road geometry (cross and longitudinal slope), road surface (mean texture depth and state of rut deformation), and rainfall properties (rain intensity and duration) on the pavement surface drainage capacity is assessed. These parameters are strongly interrelated, and general statements are not easy to find. Certain trends, however, have been identified and are discussed.

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