ASTM E3013 E3013M-2015 Standard Test Method for Evaluating Concrete Pavement Dowel Bar Alignment Using Magnetic Pulse Induction《采用磁脉冲感应评估混凝土路面传力杆对齐的标准试验方法》.pdf

《ASTM E3013 E3013M-2015 Standard Test Method for Evaluating Concrete Pavement Dowel Bar Alignment Using Magnetic Pulse Induction《采用磁脉冲感应评估混凝土路面传力杆对齐的标准试验方法》.pdf》由会员分享，可在线阅读，更多相关《ASTM E3013 E3013M-2015 Standard Test Method for Evaluating Concrete Pavement Dowel Bar Alignment Using Magnetic Pulse Induction《采用磁脉冲感应评估混凝土路面传力杆对齐的标准试验方法》.pdf（6页珍藏版）》请在麦多课文档分享上搜索。

1、Designation: E3013/E3013M 15Standard Test Method forEvaluating Concrete Pavement Dowel Bar Alignment UsingMagnetic Pulse Induction1This standard is issued under the fixed designation E3013/E3013M; the number immediately following the designation indicates the yearof original adoption or, in the case

2、 of revision, the year of last revision. A number in parentheses indicates the year of last reapproval.A superscript epsilon () indicates an editorial change since the last revision or reapproval.1. Scope1.1 This test method covers the equipment, field procedures,and interpretation methods for the a

3、ssessment of PortlandCement Concrete Pavement dowel bar alignment using Mag-netic Pulse Induction (MPI), also referred to as magneticimaging tomography or eddy current tomography. MagneticPulse Induction (MPI) devices induce a weak pulsed magneticfield that causes the induction of eddy currents in m

4、etal objectsdisturbing the field. When metal (dowel bar) enters into thefield an electrical signal is produced and processed throughalgorithms to detect and produce quantitative values for thedepth, alignment and side shift locations of each dowel and tiebar present in the pavement joint.1.2 MPI equ

5、ipment includes the following systems scanningdevice that induces the magnetic field and collects the electricalsignal, orientation system such as a rail system, field datacollection device that collects the signal data from the scanner,performs field analysis, and stores data, analysis softwarepack

6、age that calculates the dowel bar positions, allows dataadjustments to account for detected anomalies and producesreports.1.3 MPI field procedures describe the steps and processesrequired to collect reliable, repeatable and accurate resultsfrom the scanner operation and orientation system. Critical

7、tothe accuracy is the absence of any metal items except for thedowel bars in the vicinity of the joints being tested. Metal inthe scanner and orientation system should be minimized. Thescanner operation procedures cover the collecting of the data,reviewing the results on the field data collector, an

8、d determin-ing if the data collection test was successful.1.4 MPI interpretation methods describe how to analyzedata collected in the field procedure, steps taken to addressinterferences, and anomalies discovered during the data analy-sis to provide accurate results for the dowel bar positions. Also

9、minimum report content is prescribed for the production ofmeaningful test information substantiating the results.1.5 UnitsThe values stated in either SI units or inch-pound units are to be regarded separately as standard. Thevalues stated in each system may not be exact equivalents;therefore, each s

10、ystem shall be used independently of the other.Combining values from the two systems may result in non-conformance with the standard.1.6 This standard does not purport to address all of thesafety concerns, if any, associated with its use. It is theresponsibility of the user of this standard to estab

11、lish appro-priate safety and health practices and determine the applica-bility of regulatory limitations prior to use.2. Referenced Documents2.1 ASTM Standards:2A615/A615M Specification for Deformed and Plain Carbon-Steel Bars for Concrete ReinforcementA1078/A1078M Specification for Epoxy-Coated Ste

12、el Dow-els for Concrete Pavement3. Terminology3.1 Definitions:3.1.1 composite misalignment, nthe composite misalign-ment using the horizontal and vertical misalignments ascomponents in calculating a total spatial deviation of the dowelaxis from design orientation.3.1.1.1 DiscussionHorizontal and ver

13、tical misalignmentare the legs of a right angle triangle and the compositemisalignment is the hypotenuse.3.1.2 depth, nthe measured position of the centroid of thedowel bar from the surface of the concrete pavement in thez-axis.3.1.3 depth deviation, nthe difference in specified ordesign depth of th

14、e dowel bar versus the measured depth at thecentroid of the dowel bar.3.1.3.1 DiscussionValues are expressed either positive foradditional depth or negative for less depth.1This test method is under the jurisdiction of ASTM Committee E17 on Vehicle- Pavement Systems and is the direct responsibility

15、of Subcommittee E17.41 onPavement Testing and Evaluation.Current edition approved May 1, 2015. Published July 2015. DOI: 10.1520/E3013_E3013M-15.2For referenced ASTM standards, visit the ASTM website, www.astm.org, orcontact ASTM Customer Service at serviceastm.org. For Annual Book of ASTMStandards

16、volume information, refer to the standards Document Summary page onthe ASTM website.Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States13.1.4 horizontal misalignment, nalso referred to as hori-zontal skew, the amount of horizontal rotatio

17、n in a dowel barabout its center point when viewed from the edge of pavementor lane where the test was initiated.3.1.4.1 DiscussionRotation in a clockwise direction isreflected as a positive value. Rotation in a counter-clockwisedirection is reflected as a negative value. The value is thedistance fr

18、om specified or design orientation to the as measuredlocation on the end of the dowel bar. See Fig. 1.3.1.5 horizontal translation, nalso referred to as dowelposition (x-position), the movement of the dowel bar laterallyalong the centerline of the sawed joint in the concrete pave-ment.3.1.5.1 Discus

19、sionPositive values are expressed formovement away from the starting point of the test.3.1.6 side shift, nthe movement of the dowel bar longitu-dinally from the centerline of the transverse joint (y-axis) in theconcrete pavement.3.1.6.1 DiscussionValues are expressed either positive formovement to t

20、he right of the joint or negative to the left of thejoint. This term can be used interchangeably with longitudinaltranslation. See Fig. 1.3.1.7 testing coordinate system, nspatial location refer-ence methodology for establishing baselines to measure fromin 3 dimensions.3.1.7.1 DiscussionThe x-axis l

21、ies along the transversejoint line, the y-axis lies along the pavement or lane edge, andthe z-axis is down from the surface of the concrete pavement.Its origin point (0, 0, 0) begins with the intersection of thetransverse joint line (x-axis), the longitudinal edge of thepavement (y-axis) and the sur

22、face of the concrete pavement(z-axis). Positive values represent points away from the edge ofpavement for the x-axis, to the right of the joint for the y-axis(note that it can be the inside or outside edge pavementdepending upon the direction the test is performed, and downfrom the surface of the co

23、ncrete pavement for the z-axis.3.1.8 vertical misalignment, nalso known as vertical tilt,the amount of vertical rotation in a dowel bar about its centerpoint when viewed from the edge of pavement or lane wherethe test was initiated.3.1.8.1 DiscussionRotation in a clockwise direction isreflected as a

24、 positive value. Rotation in a counter-clockwisedirection is reflected as a negative value. The value is thedistance from specified or design orientation to the as measuredlocation on the end of the dowel bar.4. Summary of Test Method4.1 Set-up for a test in the field requires assembling andsetting

25、the fiberglass rail (orienting) system that the scanningdevice travels on parallel to the joint that contains dowel barsacross the joint. See Fig. 2 for orientation on the joint. Careshould be taken to ensure that the x and y coordinate startingpoints are correctly established. The x coordinate orie

26、ntation isreferenced to the edge of pavement or lane. The y coordinate isreferenced to joint centerline. The rail (orienting) systemshould be clearly marked to aid in locating these criticalFIG. 1 Side Shift and Alignment OrientationE3013/E3013M 152references. The data collection device input should

27、 also beperformed during the set-up phase where the location of thetest is identified by highway number, cardinal direction (North,South, East or West), lane number, project stationing and jointnumber. It is important to check the dowel bar size selected inthe data collector software since it contai

28、ns the scanner specificcalibration file for the dowel bar size selected and is used bythe measurement algorithms. In addition, the operator shouldinput project specification requirements of design depth ofdowel bars, tolerances for bar misalignment and side shift. Theoperator should check the commun

29、ication connection betweenthe data collector and scanner prior to starting the datacollection.4.2 Prior to starting the test, the operator should inspect theadjacent area within 10 ft 3 m of the rail (orienting) systemfor any metallic objects that could interfere with the quality ofdata taken. Metal

30、lic interferences can be vehicles, equipment,tools, underground duct banks, pipes, direct buried cables andsafety shoes with metal. Metal objects near the end of the rail(orienting) system can affect the edge of pavement results suchas reinforcing structural steel in barriers or guardrail systems.Me

31、tallic items that cannot be removed from the test area shouldbe noted for inclusion in the report during the analysis period.4.3 The scanner should be inspected daily prior to the startof testing to make sure that its wheels roll freely, its battery isfully charged, and that there is less than18 in.

32、 (approximately3 mm) of lateral movement on the rail (orienting) system.4.4 The test begins with the operator pulling or pushing thescanning device along the rail (orienting) system at walkingspeed. The scanner movement should be smooth and constantto avoid causing the scanner to jump or lurch forwa

33、rd on therail system. The operator should stand to one side of the rail(orienting) system to avoid the tripping hazard from thecrossties. After the scanner travels the length of the joint or thetest area, the operator should review the results shown on thedata collector. Field results should display

34、 as a minimum acolor map showing each dowel bar, and the following quanti-tative data x coordinate location, depth of dowel bar.4.5 The data should be transferred from the field datacollector to the users personal computer that contains themanufacturers proprietary software used to further refine th

35、eresults. The software allows interpretation and adjustmentanalysis to produce accurate results. The software shouldproduce reports and summaries that are suitable for qualitycontrol records.4.6 The PC software performs data management for the testdata files and reports, and produces maps and summar

36、y outputfiles. After selecting a data file for analysis, the measurementalgorithm is initiated to calculate the dowel bar x-coordinate,depth from surface of the concrete, horizontal mis-alignment,vertical mis-alignment, and minimum concrete coverage at thedowel bar end closest to the top of concrete

37、. From themeasurement data deviation from design depth, deviation fromthe y-coordinate (side-shift) and composite misalignment (acalculation of combining x-coordinate and y-coordinate mis-alignments) are calculated. The software should be able tocompare the project specification limits inputted by t

38、he opera-tor to the calculated measurements and highlights deviationsoutside of the limits. The software should allow the operator toblock-out strongly deviating values due to the physical locationof the bar being outside of the operating limits for achievingthe stated accuracy tolerances.4.7 The PC

39、 software provides signal results quality indica-tors for the 3 interior sensors collecting the electrical signal.These indicators used in conjunction with the signal curvesallows the operator to detect interferences in the test area. Oncea disturbance is detected then the operator should evaluate t

40、hecause of the disturbance such as a tie or thin bar in thelongitudinal joint and decide whether to do one of thefollowing: (1) insert a value for a dowel bar, (2) delete a valuefor a dowel bar, or (3) do nothing and just note the interference.Insertion or deletion of dowel bars does not alter the o

41、riginaldata file nor the original results. It does allow for compensationwithin the algorithms to more accurately reflect the trueposition of the bars in the joint. The quality indicators shouldguide the operator in this process with each successive inser-tion or deletion the quality values should i

42、mprove.4.8 The PC software should produce output files capable ofbeing printed as a colored map showing the dowel bars in thejoint, a plan and section view with project specificationtolerance limits, values for x-coordinates, depth, y-coordinatedeviation (side shift), horizontal and vertical misalig

43、nments. Aproject information box with location and joint number shouldFIG. 2 Rail (Orienting) SystemE3013/E3013M 153also be included. The section view of the map should also showthe location of both ends of the bar (left and right) versus thetolerance limits.4.9 The PC software should produce a data

44、 file that iscompatible with commercially available spreadsheet softwaresuch as Microsoft Excel that shows project information andmeasurements and calculations listed above in 4.5.5. Significance and Use5.1 Joints in concrete pavements of highways, airfields, andother facilities are exposed to stres

45、ses and strains due to trafficand temperature variation. Examining concrete pavementdowel bars (see Specifications A615/A615M and A1078/A1078M) in joints is important to insure that load transfer atjoints between concrete slabs occur efficiently in order toprevent damage to the pavement and thus sho

46、rtening its servicelife. Using Magnetic Pulse Induction (MPI) to examine dowelbars provides owners and contractors a non-destructive testingmethod to determine that the bars are installed correctly. MPIexamination can be performed on existing joints and cansupport forensic investigations into paveme

47、nt failures.5.2 The use of MPI methods and equipment provides aQuality Control process for installers to use to document thatdowel bars are installed correctly in new pavements. Ownersuse the same device to perform Quality Assurance activitiesand accept installed facilities from contractors.5.3 MPI

48、devices provide reliable quantitative results that arerepeatable with not only the same device but also with othercalibrated MPI devices.6. Interferences6.1 MPI testing relies upon plain concrete pavement wheredowel bars are the only metal in and under the pavement in theevaluation area. Adjacent me

49、tal objects if large enough andwithin 10 ft 3 m such as equipment or vehicles can influencethe test results. Underground utilities can also influence thesignal if they contain an electrical current or metal. If the testrequires the scanner to start or end with guardrails or barrierwall reinforcing steel within 3 ft 1 m of it, the test results areaffected only locally (that is, the nearest bars to the metalobject).6.2 It should be noted that metal interferences do not affectthe entire test run only the area closest to the metal and to areducing affect as the