The shape characterization and spatial distribution of aggregate,mastic and air void phases for asphalt mixture were analyzed.Three air void percentage asphalt mixtures,4%,7% and 8%,respectively,were cut into cross se...The shape characterization and spatial distribution of aggregate,mastic and air void phases for asphalt mixture were analyzed.Three air void percentage asphalt mixtures,4%,7% and 8%,respectively,were cut into cross sections and polished.X-ray scanning microscope was used to capture aggregate,mastic,air void phase by the image.The average of polygon diameter was chosen as a threshold to determine which aggregates would be retained on a given sieve.The aggregate morphological image from scanned image was utilized by digital image processing method to calculate the gradation of aggregate and simulate the real gradation.Analysis result shows that the air void of asphalt mixture has influence on the correlation between calculation gradation and actual gradation.When comparing 4.75 mm sieve size of 4%,7% and 8% air void asphalt mixtures,7% air void asphalt mixture has 55% higher than actual size gradation,8% air void asphalt mixture has 8% higher than actual size gradation,and 4% air void asphalt mixture has 3.71% lower than actual size gradation.4% air void asphalt mixture has the best correlation between calculation gradation and actual gradation comparing to other specimens.The air void percentage of asphalt mixture has no obvious influence on the air void orientation,and three asphalt mixtures show the similar air orientation along the same direction.展开更多
This paper presents an improved model based on a three-dimensional non-hydrostatic wave model NHWAVE to simulate the interactions between the surface water and the groundwater affected by tides or waves in coastal are...This paper presents an improved model based on a three-dimensional non-hydrostatic wave model NHWAVE to simulate the interactions between the surface water and the groundwater affected by tides or waves in coastal areas. With the model, both the surface water flow and the groundwater flow are calculated based on the well-balanced Volume-averaged Reynolds-averaged Navier-Stokes equations. The spatially varying porosity and hydraulic conductivity are used to identifiy the domains for the surface water and the groundwater. The model is calibrated and validated using a wide range of laboratory measurements reported in the literature, involving the tide propagation through a sandy embankment, the tide-induced groundwater table fluctuation in a sandy beach, and the wave setup in a sloping sandy beach. The interactions between the surface water and the groundwater are analyzed and the influencing factors on the groundwater flow are discussed. The phase lag between the surface water elevation and the groundwater table fluctuation is mainly influenced by the hydraulic conductivity of the porous media. The wave attenuation in the groundwater is proportional to its propagation distance. The computed wave setup elevationin the permeable beach is smaller than in the impermeable beach. It is shown that the fully integrated model is capable of simulating the interactions between the surface water and the groundwater affected by tides or waves in coastal areas. It can be an efficient tool to study the tide and wave dynamics in the permeable sandy beach.展开更多
Rails endure frequent dynamic loads from the passing trains for supporting trains and guiding wheels. The accumulated stress concentrations will cause the plastic deformation of rail towards generating corruga- tions,...Rails endure frequent dynamic loads from the passing trains for supporting trains and guiding wheels. The accumulated stress concentrations will cause the plastic deformation of rail towards generating corruga- tions, contact fatigue cracks and also other defects, resulting in more dangerous status even the derailment risks. So the rail grinding technology has been invented with rotating grinding stones pressed on the rail with defects removal. Such rail grinding works are directed by experiences rather than scientifically guidance, lacking of flexible and scientific operating methods. With grinding control unit holding the grinding stones, the rail grinding process has the characteristics not only the surface grinding but also the running railway vehicles. First of all, it＇s important to analyze the contact length between the grinding stone and the rail, because the contact length is a critical parameter to measure the grinding capabilities of stones. Moreover, it＇s needed to build up models of railway vehicle unit bonded with the grinding stone to represent the rail grinding car. Therefore the theoretical model for contact length is developed based on the geometrical analysis. And the calculating models are improved considering the grinding car＇s dynamic behaviors during the grinding process. Eventually, results are obtained based on the models by taking both the operation parameters and the structure parameters into the calculation, which are suitable for revealing the process of rail grinding by combining the grinding mechanism and the railway vehicle systems.展开更多
The seismic behavior of Tire Derived Aggregate （TDA） used as backfill material of 6.10 m high retaining walls was investigated based on nonlinear time-history Finite Element Analysis （FEA）. The retaining walls wer...The seismic behavior of Tire Derived Aggregate （TDA） used as backfill material of 6.10 m high retaining walls was investigated based on nonlinear time-history Finite Element Analysis （FEA）. The retaining walls were semi- gravity reinforced concrete cantilever type. In the backfill, a 2.74 m thick conventional soil layer was placed over a 3.06 m thick TDA layer. For comparison purpose, a conventional all soil-backfill model was also developed, and the analysis results from the two models under the Northridge and Takatori earthquakes were compared. The FEA results showed that both models did not experience major damage in the backfill under the Northridge earthquake. However, under the Takatori earthquake, the TDA-backfiU model developed substantially large displacement in the retaining walls and in the backfill compared with the soil-backfill model. Regions of large plastic strain were mainly formed in the TDA layer, and the soil over the TDA layer did not experience such large plastic strain, suggesting less damage than the soil-backfill model. In addition, the acceleration on the backfill surface of the TDA-backfill model decreased substantially compared with the soil-backfill model. If an acceleration sensitive structure is placed on the surface of the backfill, the TDA backfill may induce less damage to it.展开更多
基金National Natural Science Foundation of China(51250110077)
文摘The shape characterization and spatial distribution of aggregate,mastic and air void phases for asphalt mixture were analyzed.Three air void percentage asphalt mixtures,4%,7% and 8%,respectively,were cut into cross sections and polished.X-ray scanning microscope was used to capture aggregate,mastic,air void phase by the image.The average of polygon diameter was chosen as a threshold to determine which aggregates would be retained on a given sieve.The aggregate morphological image from scanned image was utilized by digital image processing method to calculate the gradation of aggregate and simulate the real gradation.Analysis result shows that the air void of asphalt mixture has influence on the correlation between calculation gradation and actual gradation.When comparing 4.75 mm sieve size of 4%,7% and 8% air void asphalt mixtures,7% air void asphalt mixture has 55% higher than actual size gradation,8% air void asphalt mixture has 8% higher than actual size gradation,and 4% air void asphalt mixture has 3.71% lower than actual size gradation.4% air void asphalt mixture has the best correlation between calculation gradation and actual gradation comparing to other specimens.The air void percentage of asphalt mixture has no obvious influence on the air void orientation,and three asphalt mixtures show the similar air orientation along the same direction.
基金Project supported by the National Natural Science Foundation of China(Grant No.41602244)the Fundamental Research Funds for the Central Universities of China(22120180095)
文摘This paper presents an improved model based on a three-dimensional non-hydrostatic wave model NHWAVE to simulate the interactions between the surface water and the groundwater affected by tides or waves in coastal areas. With the model, both the surface water flow and the groundwater flow are calculated based on the well-balanced Volume-averaged Reynolds-averaged Navier-Stokes equations. The spatially varying porosity and hydraulic conductivity are used to identifiy the domains for the surface water and the groundwater. The model is calibrated and validated using a wide range of laboratory measurements reported in the literature, involving the tide propagation through a sandy embankment, the tide-induced groundwater table fluctuation in a sandy beach, and the wave setup in a sloping sandy beach. The interactions between the surface water and the groundwater are analyzed and the influencing factors on the groundwater flow are discussed. The phase lag between the surface water elevation and the groundwater table fluctuation is mainly influenced by the hydraulic conductivity of the porous media. The wave attenuation in the groundwater is proportional to its propagation distance. The computed wave setup elevationin the permeable beach is smaller than in the impermeable beach. It is shown that the fully integrated model is capable of simulating the interactions between the surface water and the groundwater affected by tides or waves in coastal areas. It can be an efficient tool to study the tide and wave dynamics in the permeable sandy beach.
文摘Rails endure frequent dynamic loads from the passing trains for supporting trains and guiding wheels. The accumulated stress concentrations will cause the plastic deformation of rail towards generating corruga- tions, contact fatigue cracks and also other defects, resulting in more dangerous status even the derailment risks. So the rail grinding technology has been invented with rotating grinding stones pressed on the rail with defects removal. Such rail grinding works are directed by experiences rather than scientifically guidance, lacking of flexible and scientific operating methods. With grinding control unit holding the grinding stones, the rail grinding process has the characteristics not only the surface grinding but also the running railway vehicles. First of all, it＇s important to analyze the contact length between the grinding stone and the rail, because the contact length is a critical parameter to measure the grinding capabilities of stones. Moreover, it＇s needed to build up models of railway vehicle unit bonded with the grinding stone to represent the rail grinding car. Therefore the theoretical model for contact length is developed based on the geometrical analysis. And the calculating models are improved considering the grinding car＇s dynamic behaviors during the grinding process. Eventually, results are obtained based on the models by taking both the operation parameters and the structure parameters into the calculation, which are suitable for revealing the process of rail grinding by combining the grinding mechanism and the railway vehicle systems.
文摘The seismic behavior of Tire Derived Aggregate （TDA） used as backfill material of 6.10 m high retaining walls was investigated based on nonlinear time-history Finite Element Analysis （FEA）. The retaining walls were semi- gravity reinforced concrete cantilever type. In the backfill, a 2.74 m thick conventional soil layer was placed over a 3.06 m thick TDA layer. For comparison purpose, a conventional all soil-backfill model was also developed, and the analysis results from the two models under the Northridge and Takatori earthquakes were compared. The FEA results showed that both models did not experience major damage in the backfill under the Northridge earthquake. However, under the Takatori earthquake, the TDA-backfiU model developed substantially large displacement in the retaining walls and in the backfill compared with the soil-backfill model. Regions of large plastic strain were mainly formed in the TDA layer, and the soil over the TDA layer did not experience such large plastic strain, suggesting less damage than the soil-backfill model. In addition, the acceleration on the backfill surface of the TDA-backfill model decreased substantially compared with the soil-backfill model. If an acceleration sensitive structure is placed on the surface of the backfill, the TDA backfill may induce less damage to it.
