PURPOSES : This study aims to determine the type (e.g., melting point, freezing point, latent heat fusion) and optimal content of phase change material (PCM) based on the numerical and experimental analyses evaluating the effects of heat transfer in PCM-modified asphalt pavement systems. METHODS : The effect of PCM on the thermophysical properties of PCM-modified asphalt concrete can be taken as an effective volumetric heat capacity. The volumetric fraction of PCM was calculated using an iterative method. The numerical model was established and computed using the MATLAB 2020 software. The optimum PCM design tool was developed to select the type and contents of the PCM. The PCM was chosen based on the following criteria: black-ice-formation delay time, minimize temperature increase, and increase temperature area. To validate the numerical model, asphalt mixtures were modified with varying PCM contents, and the temperature response of the PCMmodified asphalt samples was examined via temperature test. RESULTS : The numerical results showed that incorporating PCM into the asphalt mixture can slow the cooling rate of the pavement system. The predicted results from the optimum PCM design tool were highly consistent with the measured values from the laboratory temperature test. CONCLUSIONS : The temperature of PCM-modified asphalt pavement can be predicted via numerical method. The effect of PCM on the thermophysical properties can be considered as effective volumetric heat capacity; while the volume fraction of PCM can be calculated via an iterative method. The accuracy of the numerical model was confirmed by a high agreement between the measured and predicted values.

The purpose of this paper is to find an limitation to detect the defect of damaged asphalt pavement structures for infrared thermography. We use heat source of a natural light to detect the defect efficiently. The heat source was applied to the asphalt specimens. Four asphalt specimens were used: one was the asphalt containing depth of 1cm internal timber, two was the asphalt containing depth of 2cm internal void, Three was the asphalt containing depth of 3cm internal timber and four was not the asphalt containing internal timber. It was found that the depth of 3cm internal timber could be detected by this method. In addition, we used the image processing to make the damage zone displayed clear in the image obtained from the thermographic operation.

콘크리트포장은 시공초기의 품질관리수준에 따라 전체수명이 결정될 정도로 시공초기의 품질관리가 매우 중요하다. 이러한 초기 품질관리는 콘크리트포장의 초기거동을 잘 파악하여 초기거동을 조절할 수 있는 방안을 도출하는 것이 중요하다. 콘크리트포장의 초기거동에 영향을 주는 요소는 크게 두 가지가 있다. 첫째는 콘크리트의 건조수축이고, 두 번째는 수화열 및 대기온도 변화에 따른 포장체의 온도변화이다. 따라서, 콘크리트의 열팽창계수와 건조수축은 콘크리트의 초기거동에 매우 중요한 요소라 할 수 있다. 지금까지의 열팽창계수는 완전히 양생된 콘크리트에 대해 실험하는 것이 일반적이었기 때문에 시공초기에 열팽창계수를 얻는데 한계가 있어 왔다. 또 건조수축도 시간방법의 한계로 초기 건조수축을 측정하는데 어려움이 있어 왔다. 본 연구에서는 콘크리트포장의 초기 거동을 조절할 수 있는 방안을 도출하기 위하여, 콘크리트의 초기 건조수축과 열팽창계수를 측정하고 이를 통해 콘크리트포장의 초기 거동 예측프로그램의 입력변수들과 적용 모델들에 대한 자료제공 및 검증을 위 한 기초자료를 제공하는데 그 목적을 두었다. 본 연구에서 얻은 결론은 현장에서 초기 콘크리트의 열팽창계수 값을 측정한 결과 8.9~10.8×10-6/℃ 값을 나타내었으며, 콘크리트의 건조수축에 있어서 깊이별 effect와 size effect가 존재하는 것으로 분석되었다.

강바닥판 포장에 사용될 수 있는 특수아스팔트 중의 하나인 구스아스팔트는 의 고온 상태에서 시공되기 때문에 강바닥판에 예상하지 못한 열응력 및 열변형을 발생시킬 수 있다. 따라서 구스아스팔트의 타설 중에 강바닥판에 미치는 열영향을 시공조건을 고려하여 사전에 평가하고 그 영향의 최소화를 위해서는 열전달 및 열응력 수치해석을 실시하여야 하지만 구조해석에서 주로 사용되는 평판/보요소의 특성상 3차원 구조해석 모델에서 구현하기가 매우 어렵다. 본 연구에서는 강바닥판 교량의 열영향해석을 위하여 일반적인 구조해석모델에 직접 적용할 수 있는 등가열원(EHS) 산정방법을 제안하였다. 강바닥판 교량의 구스아스팔트에 의한 열영향을 정확히 평가하기 위하여 (1) 기존의 실험결과를 이용하여 열전달해석에 필요한 물리량을 검증하고, (2) 정밀해석을 통해 3차원 교량모델에 적합한 등가열원을 산정하였으며, (3) 이를 해석모델에 적용하여 산정한 등가열원에 의한 수치해석방법의 타당성을 검증하였다. 본 연구에서 제안된 등가열원은 실제 강교량의 3차원 열전달 및 열응력 해석에 즉각 활용될 수 있으며, 등가열원산정기법은 용접잔류응력해석, 교량의 화재 해석 등 열영향을 받는 다른 공학적 해석에 응용될 수 있을 것으로 기대된다.

In case of applying Guss asphalt concrete on steel deck of suspension bridges, the weight of the pavement may lead to a change in cable tension and a inclination of the main tower. And when the construction speed is high or excessive application width is applied it, a high temperature rise occurs at a large area at a time, and demage due to thermal deformation or excessive local stress may be induced in bridge members. In this study, we present a case study of the thermal effect on the structure behavior of the site by numerical analysis.

The purpose of this paper is to find an limitation to detect the defect of damaged asphalt pavement structures for improved infrared thermography. We use heat source of a natural light to detect the defect efficiently. The heat source was applied to the asphalt specimens containing maximum depth of 3cm internal timber. It was found that the depth of 3cm internal timber could be detected by this method. In addition, we used the improved image processing to make the damage zone displayed clear in the image obtained from the thermographic operation.

This study aims to measure and to analyze the characteristics of thermal environment of the various permeable pavement materials such as a break stone pavement (Green block cubic), soil protection pavement (Soil tector), soil cement pavement and ceramic brick pavement under the summer outdoor environment. The thermal environment characteristics measured in the study includes the changes of surface temperature during the day, and long and short wave radiation of each pavement surface. The experimental condition is based on the data on the hottest temperature (August 9, 2006, 37.1℃) of the year. The albedo was the highest on the break stone pavement(0.8) from 12:00 to 14:00. The albedo of the ceramic brick pavement, a soil tector pavement and soil cement pavement were 0.35, 0.29 and 0.27 from 12:00 to 14:00, respectively. The peak surface temperature and long wave radiation was the highest on the soil protection pavements(56.6℃/627 W/m2). The peak surface temperatures and long wave radiation on the ceramic brick pavement, a stone brick pavement and soil cement pavement were 51.7℃/627 W/m2, 48.8℃/607 W/m2 and 45.9℃/582 W/m2, respectively. The heat environment was better on the break stone pavement than on the other pavements. This is mainly due to the high albedo of the break stone pavement(0.8) while the albedo value of a ceramic brick pavement, a soil tactor pavement and soil cement pavement were 0.35. 0.29 and 0.27. Large heat capacity(2,629 kJ/㎥․K) of the stone brick pavements also contributes to this difference. The heat environment was better on the soil cement pavement than the soil tector pavement. This is mainly due to the evaporation of the soil cement pavement while the active evaporation of the soil tactor pavement was not continued after two days from the rainfall event. To improve the thermal environments in the urban area, it is recommended to raise the albedo of the pavements by brightening the surface color of the pavement materials. Further studies on the pavement materials and the construction methods which can enhance the continuous evapotranspiration from the pavements surface are needed.