field testing and modelling of the italian smart runway instrumentations silvia portas imad l....
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Field Testing and Modelling of the Italian Smart Runway
Instrumentations
Silvia PortasImad L. Al-Qadi
Mauro ConiHao Wang
Jongeun Baek
UNIVERSITA DEGLI STUDI DI CAGLIARIDipartimento Ingegneria del TerritorioSOGAER
Italian civil aviation authorityItalian civil aviation authority
Ente Nazionale per l’aviazione civileEnte Nazionale per l’aviazione civile
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Outline
Introduction Objective and Scope Site Description and Instruments Responses from Instrumentation Preliminary Results from Modeling Summary
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Introduction A reconstructed runway was instrumented to
measure: Stresses Strains Temperature profile Moisture content
Monitoring parameters affecting pavement behavior Airplane traffic intensity Loading maneuver Airplane speed Environmental conditions
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Objective and Scope Analyze runway pavement response under
various loading conditions: Pressure profile
Strain response
Predict runway pavement performance: Pavement response measurements
Pavement structure modeling
Better runway pavement response understanding
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Instrumented Site Cagliari’s Airport main runway Location
close to runway Head between Aiming Point and TDZ
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Pavement Cross Section
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Selected Instruments Strain and deformation measurements:
H-type strain gauges for HMA
Specially-modified LVDTs for unbound materials
Pressure measurements
Hydraulic pressure cells Environmental condition measurements:
T-type thermocouples; TDRs
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HMA Strain Measurements
45 H-type strain gauges to measure strains at the bottom of HMA layers 9 Longitudinal 9 Transversal
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Deformation Measurements
36 LVDTs to measure deformation in granular layers Macro Sensors LVDTs GHSER 750-1000 Macro Sensors LVDTs GHSE 750-1000
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Vertical Pressure Measurements
Hydraulic pressure cells to measure vertical stresses under pavement layers 9 on each layer
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Temperature and Moisture Measurements
In-house built T-type thermocouples to measure temperature profile
Time Domain Reflectometry to measure moisture content of granular layers Campbell Scientific 2-probe CS 616-L Calibration using in-situ materials
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Instrument Response
Instrument responses to two loading types were measured: Impulse loading: Falling Weight Deflectometer Moving load: truck at four various speeds
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Pressure Cell Response
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Data Collection Method
Real traffic data
Triggering system
Collection frequency
Collection duration
Traffic Monitoring
Airport traffic data
Video camera
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Current Traffic & Expected Measurements
Typical Airplanes Boeing 737-800
MD-82
Airbus 320
Heaviest Airplane
Antonov- Multileg Landing Gear
Response measured
Stress and strain response to main gear
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Typical Loading Conditions
Take-off and Landing Speed over sensors: 30–190 km/h Average aircraft weight: 63-74 tons
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Typical Responses
Boeing 737-800 - Landing 100 km/h
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Typical Responses
MD-82 - 31 km/h
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3-D Finite Element Modeling
3-D FE model is used to capture
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Infinite element
Loading area
Non-uniform contact pressure
Moving tire load
Implicit dynamic analysis
Viscoelastic HMA layer
Infinite boundaries
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Calculated vs Measured Pressure for Truck Loading at
10 km/h
0
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0.1 0.2 0.3 0.4 0.5Time (s)
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CalculationUniform Tire Pressure
Non-Uniform Tire Pressure
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Calculated vs Measured Pressure for B737 Loading at
190km/h
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0.00 0.02 0.04 0.06 0.08Time (s)
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CalculationUniform Tire Pressure
Non-Uniform Tire Pressure
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Summary
Cagliari airport runway pavement was instrumented with 149 sensors
New instrument installation techniques were successfully implemented and data was collected from:• LVDT’s• HMA strain gauges• Pressure cells • Thermocouples
Pavement response data was compared to FEM analysis results
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Summary
Calculated pressure is lower than measured values near-surface. The difference becomes smaller with depth Non-uniform contact pressure needs to be
considered in further analysis
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Future Research
Continue analyzing data under various loading conditions
Calculate pavement responses under realistic tire-pavement contact stresses and compare results to field measurements
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Thank YouQuestions?