Zugl.: Bochum, Universiẗat, Diss., 2008.

Zugl.: Hamburg, Techn. Univ., Diss., 2008

Zugl.: Karlsruhe, Univ., Diss., 2008

Universiẗat, Diss. 2000--Kassel. / Lizenzpflichtig.

Der Zusammenhang zwischen der Zerkleinerung und der Verdichtung eines Gutbetts bei einmaliger Beanspruchung bis zu einem Druck von 1132 MPa wurde in einer geschlossenen und in seitlich offenen Konfigurationen untersucht. Das Untersuchungsmaterial Kalkstein wurde durch die Zugabe von n-Hexansäure in seinen schüttgutmechanischen Eigenschaften verändert. Es zeigte sich eine direkte Proportionalität der durch den Zuwachs der spezifischen Oberfläche charakterisierten Zerkleinerung von der Verdichtung des Gutbetts. Dieser Zusammenhang ist nahezu unabhängig von einer seitlichen Öffnung der Drucktöpfe oder der Zugabe der n-Hexansäure. Der Zusatzstoff fördert im geschlossenen Drucktopf die Verdichtung, und die Zerkleinerung findet schon bei niedrigeren Pressungen statt. In den seitlich offenen Drucktöpfen wird vornehmlich die Verdrängung aus dem Beanspruchungsraum durch den Zusatz beeinflusst. Für eine große Zerkleinerung während einer einzelnen Beanspruchung muss möglichst viel Material hoch verdichtet werden.

Der Zusammenhang zwischen der Zerkleinerung und der Verdichtung eines Gutbetts bei einmaliger Beanspruchung bis zu einem Druck von 1132 MPa wurde in einer geschlossenen und in seitlich offenen Konfigurationen untersucht. Das Untersuchungsmaterial Kalkstein wurde durch die Zugabe von n-Hexansäure in seinen schüttgutmechanischen Eigenschaften verändert. Es zeigte sich eine direkte Proportionalität der durch den Zuwachs der spezifischen Oberfläche charakterisierten Zerkleinerung von der Verdichtung des Gutbetts. Dieser Zusammenhang ist nahezu unabhängig von einer seitlichen Öffnung der Drucktöpfe oder der Zugabe der n-Hexansäure. Der Zusatzstoff fördert im geschlossenen Drucktopf die Verdichtung, und die Zerkleinerung findet schon bei niedrigeren Pressungen statt. In den seitlich offenen Drucktöpfen wird vornehmlich die Verdrängung aus dem Beanspruchungsraum durch den Zusatz beeinflusst. Für eine große Zerkleinerung während einer einzelnen Beanspruchung muss möglichst viel Material hoch verdichtet werden.

The fatigue characteristics of concrete are studied based on laboratory tests and numerical simulations. A series of compressive cyclic loading tests have been carried out on concrete samples. The effects of maximum and minimum load level on the evolution strain rate, energy dissipation, acoustic emissions (AE) and P-wave speed are analysed. Based on particle based numerical simulations, damage models corresponding to single-level and multi-level cyclic loading tests are proposed. The damage variable in the numerical model is time- and stress-dependent and is characterized by the progressive reduction of the bond diameter. The mechanical behaviour of concrete during cyclic loading tests is well reproduced in the numerical simulation. A real time fatigue failure prediction method is proposed based on the hysteresis occurrence ratio and hysteresis energy ratio. The AE characteristics during the laboratory tests are reproduced by the numerical simulations. AE counts and energy are characterized by broken bonds and released bond strain energy, respectively.

The increasing need for regional development has led engineers to find safe ways to construct the infrastructure of transportation on soft soils. Soft soil is not able to sustain external loads without having large deformations. The geotechnical properties of soft soil which is known for its low bearing capacity, high water content, high compressibility and long term settlement as well. In pavement engineering, either highway or runway as an infrastructure, a pavement encompasses three important parts namely traffic load, pavement and subgrade. Traffic load generated from tire pressure of vehicle and/or airplane wheels are usually around 550 kPa even more on the surface of the pavement. Pavement generally comprises granular materials with unbounded or bounded materials located between traffic load and subgrade, distributing the load to surface of subgrade. One of the promising soil improvement techniques is a piled embankment. When geosynthetics layer is unrolled over piles, it is known as geosynthetics supported piled embankment. Particularly in deep soft soil, when piles do not reach a hard stratum due to large thickness of the soft soil, the construction is an embankment on floating piles. Furthermore, because of different stiffness between piles and subsoil, soil arching effect would be developed there. By using Finite Element analysis, some findings resulted from experimental works and several field tests around the world as field case studies are verified. Some important findings are as follows: the stress concentration ratio is not a single value, but it would be changed depending on the height of embankment, consolidation process of subsoil, surcharge of traffic load, and tensile modulus of geosynthetics as well. Ratio height of embankment to clear piles spacing (h/s) around 1.4 can be used as a critical value to distinguish between low embankment and high embankment. When geosynthetics is applied to reinforce a pavement/embankment, the vertical distance of geosynthetics layers and number of geosynthetics layers depend on the quality of pavement material. The lower layer of geosynthetics withstands a tensile stress higher than upper layer. Primary reinforcements for geosynthetics in piled embankments are located at span between piles with maximum strains at zones of adjacent piles. Traffic load that passes through on the surface of the pavement can reduce the soil arching, but it can be restored during the off peak hours. Settlements of embankments on floating piles can accurately be modelled using the consolidation calculation type, whereas the end-bearing piles may be used the plastic calculation type. Longer piles can be effectively applied to reduce a creep. By applying length of floating piles more than 20% of soft soil depth, it would have a significant impact to reduce a creep on a deep soft soil.

In dieser Arbeit wird das Tragverhalten von Leichtbeton unter mehraxialer Druckbeanspruchung behandelt. Zu diesem Zweck wurden zahlreiche Versuche mit verschiedenen Hochleistungsleichtbetonen in einer Triaxial-Prüfmaschine durchgeführt. Als Leichtzuschlag wurde Blähton verwendet. Die hergestellten Betone können in Festigkeitsklassen zwischen LC 35/38 und LC 80/88 eingeordnet werden. Bei den Hauptversuchen wurden vor allem die Bruchbilder, die Bruchfestigkeiten und die Prüfkörperverformungen registriert und analysiert. Im Rahmen der Auswertung der Versuche werden die Einflüsse von Matrix und Art des Leichtzuschlages auf die Bruchwerte und auf das Ver-formungsverhalten der Leichtbetone herausgearbeitet. Parallelen und Unterschiede zu bekannten Forschungsergebnissen an Leichtbetonen und zu Beton mit Normalzuschlägen werden aufgezeigt. Für die mathematische Beschreibung der Bruchwerte werden Näherungsfunktionen für zweiaxiale und für dreiaxiale Druckspannungskombinationen vorgeschlagen. / In this research the behaviour of lightweight concrete under multiaxial compression was investigated. Therefore more than 500 single tests were performed in a triaxial testing machine. The high performance lightweight aggregate concretes can be classified in Strength classes between LC 35/38 and LC 80/88. The main focuses in the evaluation of the experiments were the crack pattern, the fracture strength and the deformations. Especially the influences of type of matrix and type of lightweight aggregate on the fracture values and on the deformation behaviour of lightweight were identified. Parallels and differences to known research on lightweight concretes and concrete with normal aggregates were identified. For the mathematical description of the ultimate loads approximations were proposed for biaxial and triaxial compressive stress combinations.

The increasing need for regional development has led engineers to find safe ways to construct the infrastructure of transportation on soft soils. Soft soil is not able to sustain external loads without having large deformations. The geotechnical properties of soft soil which is known for its low bearing capacity, high water content, high compressibility and long term settlement as well. In pavement engineering, either highway or runway as an infrastructure, a pavement encompasses three important parts namely traffic load, pavement and subgrade. Traffic load generated from tire pressure of vehicle and/or airplane wheels are usually around 550 kPa even more on the surface of the pavement. Pavement generally comprises granular materials with unbounded or bounded materials located between traffic load and subgrade, distributing the load to surface of subgrade. One of the promising soil improvement techniques is a piled embankment. When geosynthetics layer is unrolled over piles, it is known as geosynthetics supported piled embankment. Particularly in deep soft soil, when piles do not reach a hard stratum due to large thickness of the soft soil, the construction is an embankment on floating piles. Furthermore, because of different stiffness between piles and subsoil, soil arching effect would be developed there. By using Finite Element analysis, some findings resulted from experimental works and several field tests around the world as field case studies are verified. Some important findings are as follows: the stress concentration ratio is not a single value, but it would be changed depending on the height of embankment, consolidation process of subsoil, surcharge of traffic load, and tensile modulus of geosynthetics as well. Ratio height of embankment to clear piles spacing (h/s) around 1.4 can be used as a critical value to distinguish between low embankment and high embankment. When geosynthetics is applied to reinforce a pavement/embankment, the vertical distance of geosynthetics layers and number of geosynthetics layers depend on the quality of pavement material. The lower layer of geosynthetics withstands a tensile stress higher than upper layer. Primary reinforcements for geosynthetics in piled embankments are located at span between piles with maximum strains at zones of adjacent piles. Traffic load that passes through on the surface of the pavement can reduce the soil arching, but it can be restored during the off peak hours. Settlements of embankments on floating piles can accurately be modelled using the consolidation calculation type, whereas the end-bearing piles may be used the plastic calculation type. Longer piles can be effectively applied to reduce a creep. By applying length of floating piles more than 20% of soft soil depth, it would have a significant impact to reduce a creep on a deep soft soil.