The impact of climatic conditions on the occurrence of wheel track deformation on asphalt pavement roads

Влияние климатических условий на возникновение деформации колесных гусений на дорогах с асфальтовым траймом
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To’raxonov M.I., Abduraxmonov J., Yadgarov S.N. The impact of climatic conditions on the occurrence of wheel track deformation on asphalt pavement roads // Universum: технические науки : электрон. научн. журн. 2021. 5(86). URL: https://7universum.com/ru/tech/archive/item/11811 (дата обращения: 23.09.2021).
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ABSTRACT

When the car moves, a vertical, longitudinal and transverse dynamic force is generated, where there is a link between the road cover and the wheel. Repeated loads from vehicles and the impact of climatic factors lead to deformation in the pavement and pavement of the road.

АННОТАЦИЯ

Когда автомобиль движется, создается вертикальная, продольная и поперечная динамическая сила там, где есть связь между дорожным покрытием и колесом. Повторяющиеся нагрузки от транспортных средств и воздействие климатических факторов приводят к деформации дорожного покрытия и дорожного покрытия.

 

Keywords: highways; coating; wheel track; deformation; heavy load; temperature; vertical strength; climate factors; disturbances; maintenance; storage; movement intensity; road beam grunt; asphalt concrete coating; cement concrete coating; wafer trail deformation yield cycle.

Ключевые слова: автомобильные дороги; покрытие; колесная колея; деформация; тяжелый груз; температура; вертикальная прочность; климатические факторы; нарушения; Обслуживание; место хранения; интенсивность движения; грунтовка дорожная балка; асфальтобетонное покрытие; цементобетонное покрытие; Цикл текучести деформации следа пластины.

 

Introduction: Deformation of the wheel track on highways is a specific type of road construction (road pavement, road beam), on the surface of the road, honeycombs are formed along the length. Even if the wheel track deformation occurs in the upper layer of the road pavement, it also affects the road junction and Road beam layers [1].

Deformation of the wheel track–asphalt concrete pavement can be formed in all types of road pavements, but the change in their formation and depth will be different [2].

Despite the strength of the road beam and asphalt coating layers materials, the formation of the deformation of the wheel track is absorbed in the upper layer of asphalt coating under the influence of the wheel of vehicles. In real conditions, a wheel track is formed as a result of these processes. Like many other deformations, the formation of the wheel track deformation is caused by two negative factors:

  • External factors–the effect of the load, climatic factors, especially air turbidity and sun rays, as well as the wetting of the grunt layer;
  • Internal factors–the physico-mechanical properties of road construction, the strength of silica, structural condition, the strength and density of road pavements:

Method and materials: according to the longitudinal profile shape of the highway motion belt, The Shape of the deformation of the wheel track can be seen on the roads; the wheel trail on the roads with asphalt concrete pavement can be formed from two or more. Total depth of deformation of the wheel track–2...It can be 150 mm and more. Norms of deformation of wheel tracks on asphalt concrete pavement highways in the Republic of Uzbekistan are presented in the documents (Table 1) [3].

Table 1.

Norms of deformation of wheel tracks on asphalt concrete pavement highways in the Republic of Uzbekistan

Approximate speed of movement, km/h

Wheel track depth, mm

Fixed

Limit allowed

>120

4

20

120

7

20

100

12

20

80

25

30

60 and more

30

35

 

Development of recommendations to prevent the occurrence of wheel track deformation in hot climatic conditions on asphalt pavement roads widely spread in the Republic of Uzbekistan.

- to examine the appearance of wheel track deformation on asphalt concrete pavement highways;

- measurement of temperature in asphalt concrete coatings and analysis of results;

- to examine the impact of vehicles and air-climate factors on the deformation of the wheel track formed in asphalt concrete pavement;

In the Republic of Uzbekistan, a traditional measuring instrument (3-meter reyka) is used to measure wheel track deformation, but now several different instruments are used in the measurement of wheel track in developed foreign countries:

* KP-514 MP (Russia);

* Laser RST (AKSH va Sweden);

* SCRIM (England);

* ANDERA, Grip Tester, SIRONA (France);

* ARAN (Canada, Netherlands, Czech Republic);

• WUD (Czech Republic);

* SRT-3 (Skid Resistance Tester) (Poland)

* OSCAR (Norway) [34].

The norms and procedure for measuring and evaluating the wheel track on the road pavement (3 - meter Rail) are given in the normative document IQN 05-2011.

Discussion and results: from the measurement work done above, it can be seen that when the air temperature is high, that is, the temperature will be higher than 50s (50° C will be projected according to the normative documents when designing). We need to limit the entry of heavy trucks in the part of the day when the air temperature is high, but these measures are not an exhaustive solution to the problem. The air temperature has a direct effect on the appearance of a wheel trail (picture 1).

 

Picture 1. The dependence of air temperature on the wheel track

 

In 2007-2008, the old normative documents on the calculation of road junctions were re-adopted for the design of roads and highways, cargo calculated on the axis of 100-130 kn [4]. According to re ishlangan SHNK 2.05.02-2007 "highways", in the design of road junctions, we select loads corresponding to normal loads on the axis of the two-axle cars calculated. If the calculated load in the project task is not specified separately, for the calculated load, we take the load corresponding to the project machine of Group A (Table 2) [5, 6, 7].

Table 2.

The calculated load in the project of Group A

Downloads

calculation group

Normal static load on the axle, kn

Normal static load from the wheel of the selected TV to the surface of the coating,Qpacч, kN.

Accounting parameters of loading

Р, МПа

D, см

А1

100

50

0,60

37/33

А2

130

65

0,60

42/37

Note: in the photo – for the moving wheel, in the denominator – for the moving wheel.

 

Based on the Table (Table 2), it is possible to determine the value of the coefficient that leads to the calculated car and the approximate speed of movement.

In order to understand the measurement processes (Figure 2), dynamic voltages obtained from the optical device (a) and then (b) can be seen below. Analysis of the obtained regression equations showed that asphalt concrete was determined to accelerate the formation of Wheel Trail deformation due to the effect of the temperature on the pavement and the forces of tension falling from the vehicles.

 

Figure 2. Graphic representation of measurements. A) before exposure of vehicles; b) after exposure

 

The quantitative assessment of this phenomenon requires forecasting the process of changing the temperature of the coating, taking into account the variety of climatic conditions of objects in different regions. In the process of changing the temperature in the road pavement construction occurs under the influence of external air, such as air temperature, intensity of solar radiation, wind speed and direction.

Conclusions: recommendations against the appearance of wheel track deformation on asphalt pavement roads. Avoid deformation of the wheel track by adding" Unirem " modifier to the composition of asphalt concrete mixtures.

To prevent the appearance of deformation of the wheel track on the roads with asphalt concrete coating, it is possible to recommend the modifier "Unirem", which is produced by the firm "Unikom". The main component of this modifier is the active rubber powder, which is obtained from the tires of vehicles that are excluded from the use of high-performance. It has long been using outdated automobile tires as a bitumen modifier in some developed states. Some companies in the US have been producing polymer powders used for road coatings from rubber waste in the 60 years [8].

To add to the composition of asphalt concrete mixtures, the polymer additive "Unirem" was brought to the optimal appearance. The modifier Univer is produced in two forms: in the form of poroshok (unirem-001) and granular (univer–002) (Figure 3) [9].

 

Picture 3. Views of the modifier Univer: 1) poroshock Form; 2) granulometric form

 

When using the" Unirem " modifier, laying and condensation of a mixture of asphalt concrete is carried out in accordance with the requirements of SHNQ 3.06.03. Results of laboratory testing of a type of asphalt concrete mixture "Unirem" were determined to improve the physico–mechanical properties (Table 3) [9].

Table 3.

Results of laboratory testing

Pointers

The amount of" Unirem", %

GOST 9128 requirements

0

0.8

1.0

Silica durability R, MPa 20 S;

3,25

3,5

4,4

It should not be less than 2.2

50 ̊ С

1,25

1,37

1,4

It should not be less than 0,9

0 ̊ С

6,17

6,8

7,81

Should not be greater than 1.2

Water resistance, no less

0.95

0.97

0.99

It should not be less than 0.85

Water resistance, long saturated to water, should not be underestimated

0.83

0.91

0.95

It should not be less than 0.75

Internal friction coefficient

0.81

0.87

0.9

It should not be less than 0.87

 

We can see the economic effect of" Unirem " at the bottom of the repair intervals. On the roads with the usual asphalt concrete coating, we can see an increase in the repair period by an average of 5 years, when the modifier is added, on average, 7 years [8].

When the modifier " Unirem "is added to the composition of the CHMA, the cost of the asphalt concrete mixture may slightly increase, that is, the cost of 100 tons of the CHMA is 45.211.998 sum, the cost of 100 tons of the modifier" Unirem " is 48.495.953 sum, the difference between them is 3.283.955 sum. It was concluded that the repair period exceeds 5 years to 7 years.

 

Reference:

  1. Apestin V. K., Shak A.M., Yakovlov Yu. M. "Tests and evaluation of the strength of non-rigid road clothing". Moscow. "Transport" 1989.
  2. Akhmedovich M. A., Fazliddin A. Current State Of Wind Power Industry //The American Journal of Engineering and Technology. – 2020. – Т. 2. – №. 09. – С. 32-36.
  3. Gorelyshev N. V. "Asphalt concrete and other bituminous materials". Moscow: Mozhaisk-Terra. 1995 – - 157 p.
  4. IKN 05-2011 "Car yllariningолolatini tashkhil kilish va baҳolash koidalari". Toshkent 2011.
  5. I. I. Leonovich, S. V. Bogdanovich "Diagnostics of automobile roads" BNTU, Minsk 2012.
  6. Makhmudov Ya. N. "Research of strength and deformation stability of asphalt concrete coverings". Dissertation of the Candidate of Technical Sciences. - Moscow 1973.
  7. Vasiliev A. P. "Operation of automobile roads" 2-volume Moscow. Publishing Center "Academy" 2010.
  8. Нариманов Б. А. и др. Возобновляемые источники энергии, вопросы устойчивости и смягчения последствий изменения климата //Universum: технические науки. – 2020. – №. 10-3. – С. 66-70.
Информация об авторах

Senior teacher of the Department of Transport facilities and highways Termez branch of Tashkent State Technical University named after Islam Karimov, Uzbekistan, Termez

cтарший преподаватель кафедры транспортных сооружений и автомобильных дорог, Термезский филиал Ташкентского государственного технического Университет имени Ислама Каримова, Узбекистна, г. Термез

Student, Termez branch of Tashkent State Technical University named after Islam Karimov, Uzbekistan, Termez

студент, Термезский филиал Ташкентского государственного технического Университет имени Ислама Каримова, Узбекистна, г. Термез

Assistant of the Department of road engineering Tashkent State transport University, Uzbekistan, Tashkent

ассистент кафедры дорожного строительства, Ташкентский государственный университет транспорта, Узбекистна, г. Ташкен

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