With the recent remarkable improvements in the average speeds of contemporary trains, a necessity has arisen for the development of new friction modifiers to improve adhesion characteristics at the wheel-rail interface. The friction modifier must be designed to reduce slippage or sliding of the trains’ wheels on the rails under conditions of rapid acceleration or braking without excessive rolling contact wear. In this study, a novel composite material consisting of metal, ceramic, and polymer is proposed as a friction modifier to improve adhesion between wheels and rails. A blend of Al-6Cu-0.5Mg metallic powder, Al2O3 ceramic powder, and Bakelite-based polymer in various weight-fractions is hot-pressed at 150oC to form a bulk composite material. Variation in the adhesion coefficient is evaluated using a high-speed wheel-rail friction tester, with and without application of the composite friction modifier, under both dry and wet conditions. The effect of varying the weighting fractions of metal and ceramic friction powders is detailed in the paper.

PURPOSES : The objective of this study is to evaluate the early adhesive characteristic of asphalt emulsions, including polymer-modified emulsions, for chip seals using the surface energy concept, the bitumen bond strength (BBS) test, and the Vialit test. METHODS : Two general methods, the BBS test and Vialit test, were applied to investigate the bond strength and the aggregate loss, respectively. A new theory, the surface free energy (SFE) theory, was used to evaluate the adhesive characteristic between the emulsion and the aggregate. Based on the theory, the contact angles were measured, and then the surface energy components were calculated. Using those components, the work of adhesion (Wa) was calculated for each emulsion. To ensure reliable results, all the tests were performed under the same conditions, i.e., at 25 ℃ for 240 minutes of curing time. For the materials, three emulsions (CRS-2, CRS-2L, and CRS-2P) and one aggregate type (granite) were employed. RESULTS AND CONCLUSIONS : Under the same conditions, the modified emulsions showed better adhesive characteristics and curing behaviors than the unmodified emulsions. In addition, there was no significant difference between the various modified emulsions. One of the important findings is that the analysis by Wa presents more sensitive results than other methods. The results of the Wa showed that the CRS-2P emulsion has the best adhesive characteristics. Consequently, the use of modified emulsions for chip seals could prevent aggregate loss and allow open traffic earlier.

최근 기후변화로 인한 집중호우의 강도와 빈도가 증가하면서 아스팔트 포장의 포트홀 발생이 급격히 증가하고 있다. 포트홀은 아스팔트 포장에 침투된 수분이 교통하중과 함께 간극수압을 야기하여 아스팔트 포장의 골재 표면과 아스팔트 바인더 사이의 점착력을 약화시켜 박리가 발생하여 포장이 파손되는 것을 말한다. 이로 인해 아스팔트 포장체의 조기 파손이 발생하게 되면 아스팔트 포장의 공용성을 감소시키고 유지·보수비용을 증가시키므로 사용재료에 대한 점착력 특성을 파악하는 작업이 반드시 필요하다. 본 연 구에서는 아스팔트 포장시공에 많이 사용되는 3가지 종류의 아스팔트 바인더(PG58-22, PG64-22, PG76-22)를 선정해서 동적수침시험(Dynamic Immersion Test)과 바인더 점착력 시험(Bitumen Bond Strength, BBS Test)을 수행하여 각 아스팔트 바인더의 점착력을 평가하였다. 동적수침시험은 EN 12697-11 기준에 의해 수행되었으며, 주관적인 결과분석방법(육안평가)의 개선을 위해 DIA(Digital Image Analysis)를 통해 객관적인 평가를 수행하였다. 각 시편은 기존에 적용되던 육안조사와 무게변화 의 방법을 수행하는 동시에 객관적인 평가를 위해 Mesh Analysis 방법을 적용하였다. 각 시편을 동일한 조건에서 스캔하여 얻어진 이미지 파일을 총 400(20×20)개의 mesh로 나뉘어 각 cell에 대한 피복율을 5 단계의 가중치를 적용하여 계산하였다(Equation 1). Mesh Analysis의 결과를 적용하여 얻어진 기준값 (Threshold Value) 36을 기준으로 DIA를 수행하여 최종 점착력을 비교 ․ 분석하였다. Fig. 1은 동적수침 시험과 BBS Test로 얻어지는 수분민감성과 상온에서의 점착력결과를 나타낸 것이다. 본 연구에서는 DIT의 각 평가 방법을 비교하였고, 그 결과를 BBS 시험과 비교하여 아스팔트 바인더의 점착력을 평가하였으며, 도출된 결론은 다음과 같다. 기존의 DIT 육안평가 방법은 평가자 간의 차이가 크 기 때문에 주관적인 결과를 도출할 가능성이 있으며, DIA를 이용하여 보다 객관적인 평가를 수행할 수 있 을 것으로 판단된다. BBS 시험결과 PG등급이 높을수록 상온에서의 점착력이 좋다는 것을 확인할 수 있 었고, DIT 시험결과 또한 동일한 경향을 보이는 것으로 나타났다.

This paper presents a mathematical model derived from the upper-bound theorem of concrete plasticity to rationally evaluate the shear friction strength of concrete interfaces with a construction joint. The upper limit of the shear friction strength was formulated from the limit state of concrete crushing failure on the strut-and-tie action along the construction joints to avoid overestimating the shear transfer capacity of a transverse reinforcement with a high clamping force. The present model approach proposed that the cohesion and coefficient of friction of concrete can be set to be 0.27(fck)0.65 and 0.95, respectively, for rough construction joints and 0.11(fck)0.65 and 0.64, respectively, for smooth ones, where fck is the compressive strength of concrete. From the comparisons with 155 data compiled from the available literature, the proposed model gave lower values of standard deviation and coefficient of variation of the ratios between predictions and experiments than AASHTO and fib 2010 equations, indicating that the proposed model has consistent trends with test results, unlike the significant underestimation results of such code equations in evaluating the shear friction strength.