• Journal of The Korean Society of Agricultural Engineers
• /
• v.60 no.6
• /
• pp.111-119
• /
• 2018

The air-void is known to be one of the influencing factors for estimating long-term performance of asphalt concrete. Most of all, confirming air void or density of pavement layer is important for quality control of field compaction level of asphalt concrete pavement. In this study, a non-nuclear type non-destructive density gage (NDDG) was used to estimate compacted air-voids of asphalt pavement as a non-destructive test method. Asphalt concrete slab specimens were prepared using 6 types of asphalt mixes in laboratory (lab) for lab NDDG test. Four different base structure materials were used to find out if there were any differences due to the type of base structure materials. The actual air-voids and NDDG air-voids were measured from 6 asphalt concrete slabs. Four sections of field asphalt pavements were tested using the NDDG, and actual air voids were also measured from field cores taken from the site where the NDDG air-void was measured. From lab and field experimental tests, it was found that the air-voids obtained by NDDG were not the same as the actual air-voids measured from the asphalt concrete specimen. However, it was possible to estimate air voids based on the relationship obtained from regression analysis between actual and NDDG air voids. The predicted air-voids based on the NDDG air-voids obtained from 50mm depth were found to be reliable levels with $R^2{\fallingdotseq}0.9$. Therefore, it was concluded that the air-voids obtained from NDDG could be used to estimate actual air-voids in the field asphalt pavement with a relatively high coefficient of determination.

• Journal of Industrial Technology
• /
• v.24 no.A
• /
• pp.157-164
• /
• 2004

Air voids in hardened concrete have an important influence on concrete durability such as resistance of freezing and thawing, permeability and surface scaling resistance. Linear traverse method and point count method in ASTM standard method have been widely used to estimate the air void system in hardened concrete. However, these methods are not used at present time, because they are is exhausted much time and effort. In previous study, air voids system of concrete was estimated by spacing factor. The purpose of this study organizes image analysis method by analyzing air contents, air voids distributions by diameters, air voids system as well as spacing factors after hardened concrete. The experimental variables institute of depth of specimen(top, middle, bottom), air contents(AE contents 0, 0.01, 0.03%).

• Proceedings of the Korea Concrete Institute Conference
• /
• 1998.10b
• /
• pp.791-796
• /
• 1998

Air voids existed in hardened concrete have an important influence on concrete deterioration such as carbonation, freezing and thawing, and corrosion of embedded steel in concrete. Therefore it is very significant to investigate the pore structure of system(size, number and continuity of air voids) to solve the reason caused concrete deterioration. The purpose of this study is to develop the standard method of measuring air voids which affect properties in hardened concrete using image analyzing system. This paper presents the settlement of rapid and exact experimental method which extracts fine bubbles, calculates the number of air voids, and determines air-void distribution using image analyzing system with computer.

• International Journal of Highway Engineering
• /
• v.18 no.4
• /
• pp.55-61
• /
• 2016

PURPOSES : The objective of this study was to determine the relationship between the dielectric characteristics of asphalt mixtures and the air voids present in them using ground penetrating radar (GPR) testing. METHODS : To measure the dielectric properties of the asphalt mixtures, the reflection coefficient method and the approach based on the actual thickness of the asphalt layer were used. An air-couple-type GPR antenna with a center frequency of 1 GHz was used to measure the time for reflection from the asphalt/base layer interface. A piece of aluminum foil was placed at the interface to be able to determine the reflection time of the GPR signal with accuracy. An asphalt pavement testbed was constructed, and asphalt mixtures with different compaction numbers were tested. After the GPR tests, the asphalt samples were cored and their thicknesses and number of air voids were measured in the laboratory. RESULTS : It was found the dielectric constant of asphalt mixtures tends to decrease with an increase in the number of air voids. The dielectric constant values estimated from the reflection coefficient method exhibited a slight correlation to the number of air voids. However, the dielectric constant values measured using the approach based on the actual asphalt layer thickness were closely related to the asphalt mixture density. Based on these results, a regression equation to determine the number of air voids in asphalt mixtures using the GPR test method was proposed. CONCLUSIONS : It was concluded that the number of air voids in an asphalt mixture can be calculated based on the dielectric constant of the mixture as determined by GPR testing. It was also found that the number of air voids was exponentially related to the dielectric constant, with the coefficient of determination, $R^2$, being 0.74. These results suggest that the dielectric constant as determined by GPR testing can be used to improve the construction quality and maintenance of asphalt pavements.

• Proceedings of the Korea Concrete Institute Conference
• /
• 1997.10a
• /
• pp.313-318
• /
• 1997

Air voids existed in hardened concrete have an important influence on concrete deterioration such as carbonation, freezing and thawing, and corrosion of embedded steel in concrete. Therefore it is very significant to investigate the pore structure of system (size, number and continuity of air voids) to solve the reason caused concrete deterioration. The purpose of this study is to develop th standard method of measuring air voids which affect properties in hardened concrete using image analyzing system. This paper presents the settlement of rapid and exact experimental method which extracts fine bubbles, calculates the number of air voids, and determines air-voids distributions using image analyzing system with computer.

• Journal of the Korea Concrete Institute
• /
• v.17 no.5 s.89
• /
• pp.829-834
• /
• 2005

A series of reinforced G109 type specimens was fabricated and pended with a 15 weight percent NaCl solution. Mix design variables included 1) two cement alkalinities (equivalent alkalinities of 0.32 and 1.08), 2) w/c 0.50 and 3) two rebar surface conditions (as-received and wire-brushed). Potential and macro-cell current between top and bottom bars were monitored to determine corrosion initiation time. Once corrosion was initiated, the specimen was ultimately autopsied to perform visual inspection, and the procedure included determination of the number and size of air voids along the top half of the upper steel surface. This size determination was based upon a diameter measurement assuming the air voids to be half spheres or ellipse. The followings were reached based upon the visual inspection of G109 specimens that were autopsied to date. First, voids at the steel-concrete interface facilitated passive film breakdown and onset of localized corrosion. Based upon this, the initiation mechanism probably involved a concentration cell with contiguous concrete coated and bare steel serving as cathodes and anodes, respectively. Second, the corrosion tended to initiate at relatively large voids. Third, specimens with wire-brushed steel had a lower number of voids at the interface for both cement alkalinities, suggesting that air voids preferentially formed on the rough as-received surface compared to the smooth wire brushed one.

• Journal of the Korea Concrete Institute
• /
• v.14 no.5
• /
• pp.742-749
• /
• 2002

This study was performed to clarify the formation procedure of continuous voids in cellular concrete, and to examine the effect of a foaming agent on the manufacture of cellular concrete with continuous voids. By the experiments, it was determined that cellular concrete to be formed with continuous voids is influenced by temperature, viscosity and flowability of cement paste, and stability of air voids, and is formed in accordance with cohesion of air voids. It was also found that separate voids are formed at an added amount of air voids corresponding to 2 ％ or less of the amount of cement, whereas an antifoaming phenomenon occurs when the added amount of air voids exceeds 9 ％ of the amount of cement. In products with respective cement fineness of 3,000, 6,000, and 8,000㎠/g, a higher compressive strength was exhibited at a higher cement fineness. The continuous void ratio depending on a variation in fineness was 38 ％, 52 ％, and 22 ％ in those products, respectively. That is, a highest continuous void ratio was exhibited at a cement fineness of 6,000㎠/g. When the water-cement ratio was reduced from 45％ to 25％, the compressive strength of the cellular concrete was increased from 15 kgf/㎠ to 20 kgf/㎠ Thus, the reduction in water-cement ratio was effective in achieving an increase in strength without any variation in the specific gravity of the cellular concrete.

• International Journal of Highway Engineering
• /
• v.16 no.4
• /
• pp.63-74
• /
• 2014

PURPOSES: This research is to evaluate the mechanical performance of different types of Hot Mix Asphalt (HMA) pavement cells prepared for MN/Road field testing section through an extensive experimental analysis of air voids and simple statistical evaluation tools (i.e. hypothesis test). METHODS: An extensive experimental work was performed to measure air voids in 82 asphalt mixture cores (238 samples in total) obtained from nine different types of road cell located in MN/Road testing field. In order to numerically and quantitatively address the differences in air voids among the different test Cells built in MN/Road, a simple statistical test method (i.e. t-test) with 5% significance was used. RESULTS: Similar trends in air voids content were found among the mixtures including conventional HMA, Reclaimed Asphalt Pavement (RAP) and Warm Mix Asphalt (WMA) combined with taconite aggregate this provides support to the use of RAP and WMA technology in the constructions of asphalt pavement. However, in case of acid modified HMA mixtures, significant differences in air void content were observed between on the wheel path and between wheel path location, which implies negative performances in rutting and thermal cracking resistances. Conclusions : It can be concluded that use of RAP and WMA technology in the construction of conventional asphalt pavement and the use of PPA (Poly Phosphoric Acid) in combinations with SBS (Styrene Butadiene Styrene) in asphalt binder production provide satisfactory performance and, therefore, are highly recommended.

• Journal of the Korean Institute of Electrical and Electronic Material Engineers
• /
• v.15 no.2
• /
• pp.119-126
• /
• 2002

The mica/epoxy composite used in generator(rated 22 kV and 500 MW) stator windings was aged at 180$\^{C}$ for up to 1000 hours in air and hydrogen. The degradation mechanism was investigated through the defect of evolution and microstructural analysis by performing SEM(Scanning Electron Microscope). As the thermal aging time increases, the number of voids per unit volume increases at the mica/epoxy interface of generator stator windings. The aged specimens in hydrogen showed retarded generation and growth of voids. Accelerated aging tests were conducted using the combination of thermal and electrical aging in air and hydrogen. The aging was carried out at a combined stress such as thermal aging at 110$\^{C}$, electrical aging at 5.5 kV/mm and frequencies 420 Hz in air, and electrical aging at 5.5 kV/mm and frequencies 420 Hz in hydrogen (pressure 4 kg/㎠). Thermal and electrical aging generates large voids at the mica/epoxy interface in air. Electrical aging in hydrogen also generates small voids, delaminations and cracks in mica tapes.

• International Journal of Highway Engineering
• /
• v.9 no.4
• /
• pp.135-147
• /
• 2007

Segregation in asphalt pavements occurs as a result of the non-uniform distribution of coarse and fine aggregates and causes premature distresses, such as cracking, raveling, and stripping. The effect of segregation on rutting, however, has not been clearly identified. Experimental and analytical work performed in this study indicates that rutting performance is affected by segregation of mixtures. However, the aggregate structure of mixtures appears to be a more critical factor that determines the rutting performance, rather than the level of segregation. Based on the field mixtures evaluated, an increase of coarse aggregate volume in an asphalt mixture is an important factor that results in good rutting performance. This effect holds true for mixtures with lower levels of air voids, but for mixtures with higher levels of air voids, the air voids effect becomes dominant, resulting in a reduction in rutting performance. An air void content of 10% appears to be a threshold that determines the rutting performance of Superpave mixtures. Once the air void content exceeds 10%, the rutting performance of Superpave mixtures decreases significantly, despite the coarse aggregate volume.