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T d L L ti P tTowards Long Lasting Pavement Design: Pavement Response toDesign: Pavement Response to
Actual Loading
Imad L. Al-QadiUniversity of Illinois at Urbana-Champaign
Fl ibl P tFlexible Pavement
Direction of Travel
Free WaterAggregate Base
Deflection
Free Water Wedge
Hydrostatic Pressure
Subgrade Deflection
Factors Affecting Flexible PavementFactors Affecting Flexible Pavement Performance
Hot-Mix Asphalt (HMA) characteristicsHot-Mix Asphalt (HMA) characteristicsAggregate size, shape, texture and gradationBinder stiffness and contentAir void content
Loading conditionsVehicle speedVehicle speedTire type, load and pressure Traffic wandering
Pavement structural designLayer thickness and stiffnessInterface conditionInterface conditionBase and subgrade support
Environmental factorsEnvironmental factorsTemperature Moisture
C t MEPDG A l i A hCurrent MEPDG Analysis Approach• Poisson’s Ratio• Complex Modulus, E*
IDT St th• IDT Strength• Thermal Contraction• Creep PropertiesCreep Properties
P t RPavement Response
Analysis Engine(LEA/ FE) After MEPDG
Sh t i f C t A hShortcomings of Current ApproachVehicular loading:Vehicular loading:
Static and stationary circular loading Uniform vertical contact stresses
Hot-Mix Asphalt Properties:p pElastic properties corresponding to single temperature and loading ratetemperature and loading rate
Damage transfer functions:Rutting: compressive strain onlyFatigue: tensile strain onlyNeglecting effect of shear strain
S l tiSolutionsUnderstand real vehicle loadingUnderstand real vehicle loading
Moving load, surface contact stresses, dynamic ff teffect …
Utilize advanced finite element approaches
Appropriate material characterization andAppropriate material characterization and interface bonding condition
OutcomeOutcomeCritical pavement responses for pavement damage predictiondamage prediction
M h i ti F kMechanistic FrameworkD l t fDevelopment of
3D Finite Element Models
Loading PatternSimulation
Mod
Material and Interface Constitutive Modeling
el Adjusg
FE Model Validation
stment
Using Field Measurements
Pavement Response Prediction
3D FE P t M d l3D FE Pavement ModelPavement Design In-Plane Dimension (mm) Infinite Domain
Boundary Condition EffectBoundary Condition Effect
D i A l iDynamic AnalysisSt t d d i l diStructure response under dynamic loadingdepends on the ratio of load frequency to
t l f f th t tnatural frequency of the structureFlexible pavement natural frequency = 6-14HzV hi l l di f 0 10HVehicle loading frequency = 0-10Hz
Dynamic analysis considers mass inertia and damping forces effect on pavement responses due to a moving load
Implicit dynamic analysis is selected
Ti C t t St M tTire Contact Stress MeasurementThree Horizontal Data Triggering Points in a TreadThree Horizontal Data-Triggering Points in a TreadCover Whole Longitudinal Contact points
Tire Rolling
3D Ti P t C t t St3D Tire-Pavement Contact Stresses1 001.00
s
Entrance Part of Tire Imprint Exit Part of Tire Imprint0.70
act S
tress
es
Vertical StressLongitudinal Stress
0.40
aliz
ed C
onta Transverse Stress
0.10Nor
ma
-0.20
0 100 200
Longitudinal Contact Length Data not available
Moving direction
Moving Load SimulationMoving Load SimulationT diti l th dTraditional methodTriangular, trapezoidal, rectangular amplitude in g , p , g pconstant loading areaPavement at different depths have same loading timeImpulsive loading (hammering)
Continuous loadingContinuous loadingLoading area changes as tire movingL di lit d li l i d ith ti fLoading amplitudes are linearly varied with time for the entrance and exit parts of tire imprint
Loading Amplitudes (Entrance/ Exit)Loading Amplitudes (Entrance/ Exit)
HMA C l M d lHMA Complex ModulusExperiment setup: uniaxial or indirect tensile
Using Sigmoidal function for master curve
( )⎬⎫
⎨⎧
⎥⎤
⎢⎡
⎟⎞
⎜⎛−⎟
⎞⎜⎛Δ
−+
−+=
11)log(*)log(
aEt
MaxEγβ
δδ⎭⎬
⎩⎨ ⎥
⎦⎢⎣
⎟⎠
⎜⎝
⎟⎠
⎜⎝
+
+ 25.295T14714.19)log(
1t
eγβ
1000 T=1/fσ=σ0sin(ωt)
where,E* = complex modulus;t = loading period;600
800
0.E+00
5.E-05
1.E-04
Δtε=ε0sin(ωt-Φ)
σ σ0sin(ωt)
t loading period;T = temperature in ° Rankine; ΔEa,δ, β and γ = fitting parameters; andMax = limiting maximum modulus.
200
400 -1.E-04
-5.E-05
0
200
0 5 10 15 20 25 30Time (s)
Li Vi l ti itLinear ViscoelasticityG li d M ll S lid M d lGeneralized Maxwell Solid Model: One spring and Maxwell elements in parallelRelaxation modulus:Converted from complex modulus and expressed as p pProny Series
∑−= −N /ti0 ))e-(1E1(EE(t) iτ
=1i
3D D i A l i Vi l ti Eff t3D Dynamic Analysis: Viscoelastic Effect
Stress under Transient Dynamic LoadingStress under Transient Dynamic Loading
FE M d l V lid tiFE Model ValidationBottom of the wearing surface (38 1mm)Bottom of the wearing surface (38.1mm)
105
150
n (µ
) MeasuredCalculated
15
60
105
nal S
trai
n Calculated
B tt f th HMA (188 )
-30
15
0 0.1 0.2
Long
itudi
n Bottom of the HMA (188 mm)
80
100
µ)MeasuredC l l t d-75 Time (sec)
L
40
6080
Stra
in (µ Calculated
200
20
0 0 1 0 2 0 3gitu
dina
l
-40
-20 0 0.1 0.2 0.3
Time (sec)
Long
P t D M h iPavement Damage MechanismFatigue crackingFatigue cracking
Tensile strain at bottom of HMA
Surface cracking (top-down or “near-surface”)
Tensile and shear strain Thermal stress and aging effect
HMA ruttingShear flowDensification
Subgrade permanent deformationSubgrade permanent deformation
St i Di t ib ti i D thStrain Distribution in Depth• Critical Strain within HMA
300400300250200
• Critical Strain within HMA• Strains from Surface to bottom of 150mm HMAOutside Rib Inside Rib
200200
300200
150
200100
0
100
in (µ
)
0
100
in (µ
)
0
100
ain
(µ)
50
100
in (µ
) 00 3 6 9 12 15S
train
(µ)
-100
00 3 6 9 12 15S
trai
200
-100
00 3 6 9 12 15St
rai
76mm Shear Strain-100
00 3 6 9 12 15St
ra
114mm Shear Strain
0
50
0 3 6 9 12 15
Stra
i
-100
-20038mm-Shear Strain38mm-Transverse Tensile Strain38mm-Longitudinal Tensile Strain
-300
-200 76mm-Shear Strain
76mm-Transverse Tensile Strain76mm-Longitudinal Tensile Strain
-200
114mm-Shear Strain
114mm-Transverse Tensile Strain
114mm-Longitudinal Tensile Strain-100
-50 150mm-Shear Strain150mm-Transverse Tensile Strain150mm-Longitudinal Tensile Strain
-200Surface-Shear StrainSurface-Transverse Tensile StrainSurface Longitudinal Tensile Strain
-300 Transverse Rib Position
38mm Longitudinal Tensile Strain-400
Rib Position-300
Transverse Rib Position-150 Rib Position
150mm Longitudinal Tensile Strain-300 Transverse Rib Position
Surface-Longitudinal Tensile Strain
0-500 -400 -300 -200 -100 0 100 200 300 400 500
Strain (µ)
Tensile vs Shear Strain
-500 -300 -100 100 300 500Strain (µ)
200
400
Dep
th (m
m)
Peak-horizontal
Tensile vs. Shear Strain
0
200
m)
600
800
D
Transverse StrainLongitudinal StrainVertical Shear Strain-Rib 1V ti l Sh St i Rib 5
Straining direction-change point
straining point
76 HMA400
600
Dep
th (m
Vertical Shear Strain-Rib 576 mm HMA
Longitudinal Strain (µ)
800Transverse StrainLongitudinal StrainVertical Shear Strain-Rib 1Vertical Shear Strain-Rib 5
E33
152 mm HMA
0
200
-500 -400 -300 -200 -100 0 100 200 300 400 500g (µ)
E21E31
E32
E12 200
400
Dep
th (m
m)
E13E11E23 E22
600
800
Transverse StrainLongitudinal StrainVertical Shear Strain-Rib 1Vertical Shear Strain-Rib 5
305 mm HMA Traffic Direction
Critical Strain300
400
500(µ
)Shear Strain Tensile Strain
HMA =76 mm Critical Strainin HMA Layer (25 ºC)
100
200
300
Stra
in (
035.5 kN 45.5 kN 53.4 kN
500 S S S
• Shear Strain: Critical value within HMA
300400500
n (µ
)
Shear Strain Tensile Strain• Maximum Tensile strain
at the bottom of HMA
HMA=152 mm
0100200
Stra
i
E31E32
E33
35.5 kN 45.5 kN 53.4 kN
400500 Shear Strain Tensile Strain
E21
E11 E23E22
E31
E12
HMA=305 mm
200300
400
Stra
in (µ
)
E13
E11HMA 305 mm
Traffic Direction
0100
35.5 kN 45.5 kN 53.4 kN
S Direction
I t f U i R l d M t i lImpact of Using Recycled Materials
RAP’s Binder Blending Scenarios @RAP s Binder Blending Scenarios @ 20% RAP
1E+4[ ]
1E+4Total
SET 4
s (k
si)
s (k
si)
binderRAPSET 3
1E+3
Mod
ulus
D1-SET1-20D1 SET2 20
1E+3
Mod
ulus
D4-SET1-20Total binder
ompl
ex D1-SET2-20
D1-SET3-20D1 SET4 20C
ompl
ex
D4-SET2-20D4-SET3-20
RAP
SET 2
1E+21E 1 1E+1 1E+3 1E+5 1E+7
C D1-SET4-20
1E+21E-2 1E+0 1E+2 1E+4 1E+6
C D4-SET4-20 Total binder
1E-1 1E+1 1E+3 1E+5 1E+7Reduced frequency (Hz)
1E 2 1E+0 1E+2 1E+4 1E+6Reduced frequency (Hz)
RAP’s Binder Blending Scenarios @RAP s Binder Blending Scenarios @ 40% RAP
[ ]1E+041E+041E+04 Total
SET 4
1E+041E+04
(ksi
)
1E 04
(ksi
)
SET 3
1E 04
(ksi
)
Total binder
RAP
1E 04
(ksi
) Actual Practice Specimen
1E+03
Mod
ulus
(
1E+03
Mod
ulus
(
Total binder
SET 3
1E+03
Mod
ulus
(
D4 SET2 401E+03
Mod
ulus
(
D4-SET1-40
Com
plex
M
D4-SET2-40 SET 2
Com
plex
M D4-SET2-40
D4-SET3-40
binder
RAP
Com
plex
M D4-SET2-40
D4-SET3-40
D4 SET4 40Com
plex
M D4-SET1-40D4-SET2-40D4-SET3-40
S1E+02
1E-02 1E+00 1E+02 1E+04 1E+06
C
Total binder
1E+021E-02 1E+00 1E+02 1E+04 1E+06
C S 3 0
1E+021E-02 1E+00 1E+02 1E+04 1E+06
C D4-SET4-40
1E+021E-02 1E+00 1E+02 1E+04 1E+06
C D4-SET4-40
Reduced frequency (Hz)Reduced frequency (Hz)Reduced frequency (Hz)Reduced frequency (Hz)
Complex Modulus Results
1E+041E+4
lus
(ksi
)lu
s (k
si)
1E+03
ex M
odul
D1-SET 1-001E+3
ex M
odu
D4-SET1-00
Com
ple
D1-SET 1-20
D1-SET 1-40Com
ple
D4-SET1-20
D4-SET1-40
1E+021E-02 1E+00 1E+02 1E+04 1E+06
1E+21E-2 1E+0 1E+2 1E+4 1E+6
D4-SET1-40
1E 02 1E+00 1E+02 1E+04 1E+06Reduced Frequency (Hz)
1E 2 1E+0 1E+2 1E+4 1E+6Reduced Frequency (Hz)
D bl B i Eff t M d lDouble Bumping Effect on Modulus
1E+41E+4
s (k
si)
(ksi
)
1E+3
Mod
ulus
1E+3
Mod
ulus
D4-SET1-40 w/ PG58-28
ompl
ex D1-SET1-40 w/ PG58-28
D1-SET1-00 w/ PG64-22D1-SET1-40 w/ PG64-22C
ompl
ex M
D4-SET1-00 w/ PG64-22
D4-SET1-40 w/ PG64-22
1E+21E 2 1E 0 1E 2 1E 4 1E 6
Co D1 SET1 40 w/ PG64 22
1E+21E 2 1E+0 1E+2 1E+4 1E+6
C
1E-2 1E+0 1E+2 1E+4 1E+6Reduced frequency (Hz)
1E-2 1E+0 1E+2 1E+4 1E+6Reduced frequency (Hz)
F t E / V i RAPFracture Energy w/ Varying RAP
1500
2000
/m2)
0 C -12 C
3
4
RAP-00 RAP-20 RAP-40
Temperature = 0 °C
1000
ure
Ene
rgy
(J/
2
Forc
e (k
N)
p
0
500Frac
tu
0
1
00 20 40
RAP %
0 2 4 6 8CMOD (mm)
As RAP ↑, Fracture Energy ↓
Summary30
SummaryAccurate pavement response prediction requiresAccurate pavement response prediction requires realistic loading simulation and appropriate material and interface modelingg
3D tire contact stresses (non-uniformity and tangential shear stress) may affect the prediction oftangential shear stress) may affect the prediction of top-down cracking, primary rutting, and occasionally fatigue damageg g
Shear strains at pavement near-surface are significant; fresh look into “NEAR SURFACE”significant; fresh look into NEAR SURFACE CRACKING” is needed in thick pavement
Find critical repose for each failure mechanismFind critical repose for each failure mechanism
Thank You