2017 International Conference on Transportation Infrastructure and Materials (ICTIM 2017)

ISBN: 978-1-60595-442-4

Mechanical and Interfacial Properties

of Waste Tire Soil Composite

Zhi Ge1,2, Xuecheng Wang1,2, Xiuguang Song1,2, Yuan Ma1,2,

Hongbo Zhang1,2, Xin Li1,2, Ke Wang1,2 and Binbin Cui1,2

1
School of Civil and Hydraulic Engineering, Shandong University, Jinan 250061,
China
2
Shandong Engineering & Technology Research Center for Subgrade Safety, Jinan,
250061, China;yuehongya@126.com

ABSTRACT: This paper studied the properties of waste tire-soil composite to

explore the mechanism and structure performance of tire soil retaining wall.
The unconfined compressive test was conducted for tire-soil composite unit to
obtain the axial and lateral stress-stain relationships and the elastic modulus.
Based on these properties, the deformation characteristics of tire-soil composite
under certain pressure could be calculated. The interfacial friction between two
tire-soil composite units were investigated by the direct shear test. Based on the
shear stress-stain curves, the ultimate friction force under different principle
stress, friction angle, and other parameters were derived. Test results show that
the compressive strength and shear strength of the tire-soil composite structure
have been improved compared with that of the natural soil. The experimental
results can provide reasonable mechanical parameters and reference for the
application of waste tire-soil retaining wall in practical engineering.

Keywords: Tire-soil composite, Unconfined compression test, Elastic modulus,

Shear test, Friction angle

INTRODUCTION

The number of waste tires produced by China is increasing at the rate of 8% to

10% every year. In 2010, the number of waste tires production is about 250
million from China, and its recycling utilization rate is only 50%, which causes
a huge waste of resources. Waste tires are a kind of waste that takes up a lot of
environmental space, and it is difficult to compress, collect and eliminate.
Given the uncertainty of the time needed for decomposition of old tires, so they
don't have biodegradability. Its composition includes some dangerous elements
such as lead, chromium, cadmium and other heavy metals. Improper
management and disposal of tires will pose a threat to health and the
environment.
Direct use of waste tires or Jane, a cutting processing method, can be used
in: waste tires retaining wall, fender, highway guardrail, artificial reefs,
embankment, slope protection and so on. Through secondary processing process
waste tires can be used for production of reclaimed rubber, thermal cracking
fuel production, production of rubber powder or as a heat energy utilization.
Waste tires retaining wall become a new channel of waste tires recycling.
Tire gravity retaining wall is the soil filling into the inner cavity of the tire,
which need to control a certain degree of compaction, tires - stacked soil mass
retaining wall structure, for slope retaining effect. Gravity retaining wall is more
safe, reliable and convenient, and the consumption of waste tires is big, as
shown in figure 1.
But the current understanding of the mechanics mechanism of composite
structure is not clear, the tire and soil retaining wall design and calculation
theory is relatively lack, restricted the application of waste tires in civil
engineering and development. Therefore in this article the research of this
complex structure was carried out through complex unconfined compressive
experiments and complex shear test.

Figure 1. Gravity waste tires retaining wall.

1. TIRES - SOIL COMPOSITE COMPRESSIVE EXPERIMENTS

1.1 Experimental Project

In order to ensure the strength of the tire and the test results of stability and
consistency, we choose the same brand tires, and draw up a simple standard:
waste tires to tire tread depth between 0.3 mm to 1.6 mm, and the steel cord of
the tire without damage.
Filling process using artificial filling method, with the sand filling method
to calculate the internal volume of the tire for 22L, controlling the degree of
compaction, and the quality of the required soil is calculated. In the process of
filling in accordance with the principle of layered compaction, in the tire side
wall with a stick to make sure that the tire does not have a cavity inside and
affect the experimental data. Finally, make the top surface of the soil and the
height of the wall flush, the final composite sample size is: the average diameter
of 47cm (14 inch), the average diameter of 48.3cm (14.5 inch), high 15.2cm. As
shown in figure 2.
 Figure 2. Tire soil composite filling diagram.

Load plate size (length * width * thickness) is 50cm * 50 cm * 4 cm, the

loading equipment uses the universal press. Load plate size (length * width *
thickness) is 50cm * 50 cm * 4 cm, the loading equipment uses the universal
press. In order to prevent the inner cavity of the tire caused by artificial filling,
pre pressing is first performed, and the 1MPa is loaded, and then unloaded to
zero. Step loading, 0.5 MPa per level. Load to maximum stress 4MPa, starting
at the stage of unloading, unloading 1MPa per level, in order to observe the
resilience of the complex. And in the end, the compaction degree of internal
packing is measured. The monitoring parameters of test process: 1)
Longitudinal deformation of the composite under each load (averaging from
four micrometer readings); 2) The radial deformation of the composite under
each load (derived from around two micrometer readings). The design
conditions and loading process of the test are shown in Table 1 and Figure 3.

Table 1．Design conditions.

Compaction degree of Type of filling number
filling material material
Clay A1
90％ Silt A2
Sand A3
Gravel A4
Construction waste A5
90％ B1
80％ Silt B2
70％ B3
 Figure 3. Tire soil composite compression test.

1.2 Analysis Of Experimental Results Of Composite Compression

1.2.1 Effect Of Different Fillers On The Compressive Properties Of Tire Soil
Composite
(1) Vertical stress -- vertical strain curve
The composite map vertical stress “σ”, the vertical deformation “ɛ” will
occur. The vertical stress measured by the pressure sensors, the vertical
deformation of by vertical micrometer measured. Draw the vertical stress and
vertical strain of Sigma - curve.
The single axial compression from the complex analysis of stress strain
curves as show in figure 4. The slope of the curve is larger at the two stage
pressure before loading, and then slightly decreases. The reason is because after
the preloading of the first two loads, the internal gap in the tire has a certain
degree of compaction, so in the re applied load, the composite modulus of the
larger. In the middle of the curve is linear, the internal filler and external rubber
deformed together. The stress is proportional to the strain, and the inner pore of
the tire is further filled. In the period of the curve, the slope of the curve
increases obviously, and the compression modulus increases. The internal filler
pressure was more compact, the pore has been difficult to be compressed. After
the load reached 4MPa, A1, A2, A3, A4, A5 vertical strain were 0.1147,
0.1164, 0.1318, 0.1288, 0.1204. To start unloading, with the decrease of the first
two levels, the rebound of the tire is small. After each level, the rebound of the
tire is gradually increased. After unloading the last stage, the tire soil composite
can not be back to the origin, which proves that the deformation is elastic and
plastic deformation. After unloading of the composite, the compaction degree of
A1, A2 and A3 were increased by 2.5%, 4% and 5%, respectively. Finally, the
A1, A2, A3, A4, A5 elastic modulus were 36.18MPa, 35.42MPa, 30.94MPa,
32.13MPa, 34.56MPa, respectively.
From the integral analysis of stress and strain diagram, the inner diameter of
the tire is larger, and the internal void ratio is greater. Under the action of load,
the vertical deformation of the composite is larger, the elastic modulus is
smaller, the more the degree of compaction increases. From the A4, A5
analysis, A4 initial compression modulus is greater than the A5, because the
strength of the gravel is greater than the strength of construction waste. In the
late of the curve of A5, the compressive of A5 strength is higher than A4, the
reason is that some of the internal space is filled with internal voids after being
crushed, which is more dense inside the A5. Finally lead to A4 compression
modulus is greater than A4.

4.5
4
3.5
3
vertical stress

2.5
/MPa

2
1.5
1
0.5
0
0 0.02 0.04 0.06 0.08 0.1 0.12 0.14
vertical strain/%
clay silt sand Gravel Construction waste

Figure 4. Vertical stress--vertical strain curve of tire soil composite.

（2）Vertical stress -- radial strain curve

4.5
4
3.5
3
vertical stress

2.5
/MPa

2
1.5
1
0.5
0
0 0.005 0.01 0.015 0.02 0.025 0.03
radial strain/％
clay silt sand Gravel Construction waste

Figure 5.Vertical stress—radial strain curve of tire soil composite.

Figure 6. Schematic diagram of the composite force.

 From the analysis of complex stress mechanism: Tire structure is relatively
strong, with a larger elastic modulus. The power F can provide a larger
circumferential stress, which can be obtained from the elastic modulus and
strain of the tire. When the internal soil is under pressure, the radial stress will
be generated the power P. However, by the side wall of the tire constraints, the
soil can not be completely deformed around. Complex subject to see figure 6.
Thus the tire soil complex formed a whole with a certain compressive
modulus. The radial pressure P provided by the tire can be calculated by the
formula:
 
P   R pd sin   Rp  sind  2 Rp
0 0 (1)
Formula: P- radial resultant force; R- tire radius; p- radial stress.
F  2sf (2)
Formula: F- circumferential resultant force; s- wall thickness, f- circumferential
stress.
As a result:
P=F, (3)
Can know:
fs
p
R (4)
Loading to the maximum stress, the circumferential strain of A1, A2, A3,
A4, A5 were respectively 0.0204, 0.0230, 0.0286, 0.0224, 0.0205, as shown in
figure 5. By the early test showed that the tensile modulus of tire is about
126.7MPa, which can calculate the confining pressure P under maximum
vertical stress: A1 0.13MPa, A2 0.15MPa, A3 0.19MPa, A4 0.14MPa, A5
0.13MPa.
To sum up, the bigger the inner diameter of the tire, the greater the internal
void ratio. The greater the vertical deformation of the composite is, the smaller
the elastic modulus of the composite is. The increase in the degree of
compaction is also more. And the radial deformation and the vertical
deformation is basically a positive correlation. The larger the longitudinal
deformation, the greater the radial deformation is, the greater the confining
pressure can be provided by the tire.

1.2.2 Effect Of Different Degree Of Compaction On The Compressive

Properties Of The Composite:
(1) Vertical stress-strain curves
The test group was compared to the degree of compaction in different
situations, as shown in figure 7. The results show that in the same type of tire
and inner packing, the smaller the degree of compaction is, the smaller the
compressive strength of the specimen is. The compressive strength of B1, B2
and B3 were 35.42MPa, 32.08MPa and 27.66MPa in turn. From the curve,
under the first level load, the strain of B1 is only 30% of B3 and 55% of B2.
When the compaction degree is small, there are many gaps in the tire inner
filling material. After each additional level of pressure, the strain of B1
increases the minimum, and the strain of the B3 increases the maximum, but the
gap is gradually decreasing. The reason is even if the compaction degree is low,
the internal void filler has gradually been filled, the tire circumferential
confinement effect of the tire is more and more strong, the constraint effect of
tire on the compressive strength of the complex has more than the influence of
initial compaction. When the maximum stress is reached, the vertical strain of
B1, B2 and B3 is 0.1164, 0.1285 and 0.1490, respectively. It can be concluded
that, when the load is low, the degree of compaction of the initial filler has a
great influence on the compressive strength. When the load is large, the
influence of the compressive strength of the composite is mainly determined by
the confining pressure of the external tire.
4.5
4
3.5
vertical stress

3
2.5
/MPa

2
1.5
1
0.5
0
-0.01 0.01 0.03 0.05 0.07 0.09 0.11 0.13 0.15
vertical strain/％

compactness90％ 80% 70％

Figure 7. Vertical stress-strain curves.

(2) Vertical stress--radial strain curve

As we can be seen from the figure 8. The greater the degree of compaction,
complex radial deformation is smaller. With the increase of the pressure, the
radial strain of B1 increases the minimum, and the B3 increases the maximum,
but the gap is gradually decreasing. The radial strain of B1, B2 and B3 were
0.0230, 0.0277 and 0.0307, respectively. The corresponding radial pressure is
0.15MPa, 0.18MPa, 0.20MPa, respectively.
 4.5
4
3.5
vertical stress 3
/MPa 2.5
2
1.5
1
0.5
0
0 0.005 0.01 0.015 0.02 0.025 0.03 0.035
radial strain/％
compactness90％ 80％ 70％

Figure 8. Vertical stress-radial strain curve.

2 STUDY ON INTERFACE CHARACTERISTICS OF WASTE TIRE

AND SOIL COMPLEX
2.1 Experimental Program
In order to obtain the shear strength, friction coefficient, internal friction
angle and cohesive strength of the composite under the action of a certain
vertical load and lateral shear force. And to obtain the difference between the
composite and the natural soil, the soil complex boundary characteristic test was
done.
Firstly, place a plate on the base, the size of 1m*1m, and three rollers are
placed in parallel above the plate. The bearing plate is placed on the roller, so
bearing plate can be moved free. Then the NO.1 and NO.2 complex were placed
above the steel plate. As show in figure 9.
The two semi-circular bearing plates are respectively arranged on the
symmetrical position of the NO.1 and the NO.2 tire. The transverse Jack and the
force sensor are arranged on the outer side of the semi-circular bearing plate of
the NO.1 tire. The reaction force beam is arranged on the outer side of the
semi-circular bearing plate of the 2 tire, to fix the 2 tire soil complex, as shown
in figure 10.

Figure 9. The shear experiment filling diagram.

 Figure 10. Experimental device.

Exert preloading, the vertical load is 0.01MPa, the transverse load is

0.005MPa, and then unloaded to zero. Then, the vertical stress is 0.02, 0.04,
0.06 and 0.08MPa, respectively, and the transverse load is applied. The reading
method adopts the control method, for each increase of 1mm, transverse load
under the corresponding deformation is read. The loading rate is 1.0mm/min,
until it is cut. Test process monitoring parameters: the relative displacement of
the two complex under the pressure of each level. The design conditions of the
test is shown in table 3.
After the direct shear test of the composite, the shear tests were carried out
to compare the mechanical properties of the composite materials with the pure
soil.
Table 2．Design conditions.
Vertical stress Compaction degree Type of filling number
/MPa of filling material material
0.02 C1
0.04 90％ Silt C2
0.06 C3
0.08 C4

2.2 Test Results Analysis

0.06

0.05

0.04
shear stress

0.02MPa
/MPa

0.03
0.04MPa
0.02 0.06MPa
0.08MPa
0.01

0
0 10 20 30 40 50
shear displacemant
/mm
Figure 11. τ-△L curves of complex Delta.
 0.040
0.035
0.030
0.025 0.02Mpa
shear stress 0.04Mpa
/MPa 0.020
0.06Mpa
0.015 0.08Mpa
0.010
0.005
0.000
0 5 10 15 20
shear displacement/mm
Figure 12. τ-△L curves of Silt.
0.06

0.05

0.04
shear strength
/MPa

0.03

0.02
silt
0.01
Tires - soil complex
0.00
0.02 0.04 0.06 0.08
vertical stress/MPa

Figure 13. Comparison of shear test under different conditions.

Table 3．Shear test result data.

number type C/KPa ψ/°
1 Tire soil complex 7.9 30.11
2 Silt 9.9 18.26

Comparison of shear test curves under different conditions can be seen:

1) The internal friction angle “ψ” of tire soil composite interface has been
significantly improved compared to the silty soil. The reason is that the side
wall of the upper tire is in contact with the side wall of the lower tire, and the
area of the inner cavity of the tire is in contact with the soil layer. The friction
coefficient of the rubber material is large, so the friction angle of the contact
area of the rubber tire wall is larger than that of the soil part. The friction angle
in the interface of the composite is increased by 11.85 degrees compared with
that of the silt, which is improved by 64.9%.
2) The cohesive strength “C” of the tire soil composite interface has been
reduced compared to the silty soil. The reason is that there is no cohesion in the
part of the wall of the rubber. The interfacial adhesion of the composite is
reduced by 2KPa compared to the silt, which is reduced by 20.2%.
By comparing the shear strength parameters of the soil and tire composite
interface, it can be found that the effect of interface properties of tire soil
composite is mainly to increase the internal friction angle of the soil, by this
way it can improve shear strength. But the cohesion will be reduced. The
practical application of the project can be solved by the connection between the
tire and the tire.

3 CONCLUSIONS
(1) In this paper, a new type of waste tire soil composite material is
proposed, which is based on the simple processing of the tire. This method not
only can be used for waste tire, but also can reduce the pollution caused by the
two processing of tire. So it has a good application prospect.
(2) The tire, made by steel cord and rubber composite material, has a certain
tensile capacity, which can provide a certain confining pressure. This can also
be used as the basic properties of waste tires in the use of soil. Waste tires can
be used as a low-cost compression material in the geotechnical engineering after
the simple processing or non-processing.
(3) Tire soil unconfined compression test shows that the tire soil composite
can form a whole with a certain compressive modulus, so it has of practical
significance.
(4) The shear test of the composite surface of tire and soil shows that the
interface of the tire soil composite is mainly through increasing the internal
friction angle of the interface to improve the shear strength, but the cohesion
will be reduced.

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