Applied Thermal Engineering 53 (2013) 1e7

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Applied Thermal Engineering

journal homepage: www.elsevier.com/locate/apthermeng

Dynamic behavior of asphalt pavement structure under

temperature-stress coupled loading
Qiang Xue*, Lei Liu, Ying Zhao, Yi-Jun Chen, Jiang-Shan Li
State Key Laboratory of Geomechanics and Geotechnical Engineering, Institute of Rock and Soil Mechanics, Chinese Academy of Sciences,
Wuhan 430071, China

h i g h l i g h t s

< A coupling model for describing asphalt pavement structure failure was established.
< The distribution law of temperature and stress elds was simulated and analyzed.
< Temperature variation affected the modulus, compressibility and shear strength.
< Coupling temperature and loading can really reect the pavement dynamic behavior.

a r t i c l e i n f o a b s t r a c t

Article history: The coupled effect of temperature and stress loading is a critical factor in the evaluation of the structural
Received 25 June 2012 stability of asphalt pavements. Temperature gradient and external loading are direct causes of pavement
Accepted 9 October 2012 structure deformation and failure. A coupling dynamic model for describing such a failure under high
Available online 5 January 2013
temperature and dynamic loading was established. The model was based on the thermoviscoelastic
deformation theory of asphalt mixtures. The distribution law of temperature and stress elds on the
Keywords:
asphalt surface, as well as the key factors that inuence asphalt pavement failure, was simulated and
Asphalt pavement
analyzed. The simulation results were consistent with the monitoring results in Guangzhou West 2nd
Temperature-stress coupling
Model
Ring Expressway, which indicates that the model was reliable for the analysis of daily temperature
Dynamic behavior variations of asphalt pavements. Weather conditions considerably affected the monitoring results.
Structural failure Temperature variation directly affected the modulus and further inuenced the compressibility and
shear strength; however, the vertical stress was slightly affected. The reliability of the model was further
veried by comparing the monitoring and simulation results of the asphalt pavement deformation under
varying temperatures. These conclusions provide key parameters for asphalt pavement optimization and
support for damage control technologies.
Crown Copyright 2012 Published by Elsevier Ltd. All rights reserved.

1. Introduction In recent years, scholars have conducted studies on asphalt

The deformation characteristics of the asphalt pavement struc-
ture and its simulation have drawn interest in trafc engineering.
Trafc loads and environmental factors are the primary causes of
asphalt pavement deformation and failure [1,2]. The asphalt pave-
ment temperature changes with external conditions, which affects
the physical parameters of the pavement structure [3,4]. Therefore,
a systematic study on the coupling effect of temperature and
loading is necessary for the rational design of asphalt pavement
structure and for the prevention of sabotage.
* Corresponding author. Tel.: 86 27 87199858; fax: 86 27 87199251.
E-mail address: cersm@163.com (Q. Xue).
pavement deformation under trafc loading. Kim et al. (1997) [5]
established the viscoelastic continuum damage model based on
a linear model by considering the cracking characteristics of asphalt
concrete. B. Picoux (2009) [6] simulated the deection distribution
of a exible pavement under various loading. These simulations are
based on the viscoelastic deformation theory. Li Ling-lin (2011) [7]
examined the effects of horizontal moving loads on the permanent
deformation of the pavement. However, these studies only con-
sidered the load condition and pavement deformation under un-
predictable environmental conditions.
Ghassan R. Chehab (2005) [8] found that the effects of static and
thermal loading on the strain variation of asphalt concrete mate-
rials were signicantly different processes and conrmed that the
viscoelastoplastic continuum damage (VEPCD) model could accu-
rately describe the deformation laws of asphalt concrete under

1359-4311/$ e see front matter Crown Copyright 2012 Published by Elsevier Ltd. All rights reserved.
http://dx.doi.org/10.1016/j.applthermaleng.2012.10.055
2 Q. Xue et al. / Applied Thermal Engineering 53 (2013) 1e7

temperature loads. Eshan V. Dave (2006) [9] classied viscoelastic In general case, temperature difference between surface tem-
models by load time and temperature gradient and then analyzed perature and air temperature is less than 25  C, and the induced
the response of asphalt pavement under thermomechanical cou- variable quantity of heat transfer coefcient of road surface is less
pling effects. Zhang Jun et al. (2007) [10] developed an analytical than DB 6 kcal/m2 h  C.
calculation method of thermal stress distribution for one- Another important factor that affects the quantity of heat con-
dimensional pavements. P. Kettil (2007) [11] conducted numerical vection of road surface is temperature difference between air and
simulation studies on pavement subsidence deformation under road surface. The interface between air and road constitutes the
different temperatures by taking a constant strain rate for load convective heat transfer system. The changing pattern of the air
boundary. Liu Kai and Wang Fang (2011) [12] performed a three- temperature on road surface is closely related to the temperature
dimensional nite element numerical simulation based on elastic distribution on pavement structure. The change of air temperature
half-space theory for asphalt overlay under the coupling action of is mainly governed by the solar radiation and surface radiation,
temperature and load. Flavio V. Souza et al. (2012) [13] simulated which is affected by geographic latitude, altitude and weather
the effect of temperature change on the stress distribution of vis- condition etc. Periodicity and asymmetry of temperature change
coelastic asphalt pavement. The aforementioned studies consid- could be tted with linear combination of trigonometric function.
ered the effect of temperature on asphalt pavement deformation The hourly temperature records can be tted by relying on merely
and analyzed the sensitivity of model parameters. However, these the maximum and minimum daily temperatures, which can be
results have not been applied in practical engineering; thus, the expressed as follows:
reliability of the models has not been further validated.
The asphalt overlay is completely exposed to natural environ- Ta T1 T2 0:96 sinut  t0 0:14 sin2ut  t0  (3)
mental hazards. The effect of climate changes such as solar radia-
tion and wind speed on the pavement material is inevitable. In where: T1 Tmax Tmin =2; T2 Tmax  Tmin =2;
particular, when the temperature of the asphalt overlay reaches
50  C, the deformation resistance of the pavement structure con- Tmax e daily maximum temperature ( C);
siderably weakens. In this study, a coupled dynamic model for Tmin e daily minimum temperature ( C);
describing asphalt pavement deformation under the effect of t0 e initial phase, generally take t0 9 (h);
temperature was developed based on the theory of convective heat u e angular frequency, u 2p/24 (rad).
transfer, thermal radiation, and thermal viscoelastic deformation
theory. The distributions of deformation and stress elds in asphalt 2.2. Radiation heat transfer
pavement under the effect of periodic thermal changes were
studied, and the coupling model was applied to evaluate highway Heat radiation is another mode of heat transfer in addition to heat
pavement deformation. transfer on the surface of asphalt pavement. Radiation heat transfer
will be produced between the surfaces of different temperatures that
are separated by transparent medium, e.g. vacuum and air. Global
2. Mathematical model
solar radiation is the main source of pavement radiation, which is
affected by atmosphere, weather and ground environment. Solar
Heat conduction, convection and radiation between pavement
radiation is close to zero in rainy day and night. Daily periodical
structure and surrounding environment result from the asphalt-
variation of total solar radiation can be expressed as follows:
aggregate bond, temperature difference across roadeair interface
8 !
and sunshine. These factors can be separately modeled with the
Q0 Q0 2Q0 X
N
1
p
following equations. >
> sin u t sin 2k u t m1
>p 2
> p k1 12k2
>
> 2
<
Q t 0 1
2.1. Convective heat transfer > kp  
>
> XN cos p p
Q
> 0
>
2mQ 0 B 2m sin kut  k C
>
: mp @ A ms1
The quantity of heat convection is related to properties and p k1 m2 k2 2 2
size of interface, uid velocity, owing space and temperature
difference between interfaces. According to Newtons cooling for- (4)
mula, heat transfer rate can be expressed as follows:
where Q0 is the maximum radiation quantity at noon,
Q hA$DT (1) Q0 0.13mQd, Qd is daily total solar radiation, m 12/c, c is actual
sunshine time.
where

A e area of interface (m2); 2.3. Coupling model

h e convective heat transfer coefcient (kcal/m2 h 
C or
kJ/m2 h  C); Heat transfer in layered structure of asphalt pavement can be
DT e temperature difference ( C). described by the continuity equation:

qv vT
When wind speed v  5 m/s, we can use following equation to aV2 T (5)
rc vt
calculate heat transfer coefcient of convection heat transfer sur-
face [14]:
where: V2-Laplacian operator, l-thermal conductivity of material,

p  a-thermal diffusivity, a l/rc, qv-source sink term, c-specic heat
h 2:6 4 Tw  Tf 1:54v (2) capacity.
Force balance equation can be expressed by Naviers equation:
where Tw is surface temperature of asphalt pavement; Tf is air
temperature; v is wind speed of asphalt pavement surface m/s. V$s K (6)
 Q. Xue et al. / Applied Thermal Engineering 53 (2013) 1e7 3

Load
T=Ttop
Upper layer SMA-13(4cm)
0.02m 0.07m Mid-surfaceAC-20C(6cm)
Adiabatic
Y1 Adiabatic
0.74 m Y2 Lower layerAC-25C(8cm)

Measurement point Base 36cm

Subbase 20cm
2.0 m

Fig. 1. Schematic diagram of numerical model of pavement temperature eld.

where s is total stress tensor; K is body force; motion process of At time t, modulus under T temperature can be expressed by the
asphalt mixture under the effect of external load can be expressed value under T0 temperature at time t/b.
as follows: Where b is shift factor and can be written as [16,17]:
 
V$u_  _ xx _ yy _ zz (7)
b expdH=R1=T  1=T0 (13)
where u_ is movement rate of frame; _ xx ; _ yy ; _ zz are strain rates in
where dH is activation energy of material (J mol1); R is molar gas
Cartesian coordinate (s-1).
constant, the value is 8.314 (J mol1 K1).
Deformation of asphalt pavement mixture is composed of
elastic and viscoelastic deformations under high temperature
3. Materials and methods
condition and elastic deformation take the form of Hookes law
under non-isothermal condition:
As the pavement is always located in the natural environment
and affected by the environmental factors, high temperature in
s D  th (8) summer will change the strength and property of asphalt concrete.
Study of distribution and change of temperature eld of pavement
where D is elastic matrix; is total strain rate; t is strain rate caused
structural body is the foundation to solve pavement rutting and
by thermal expansion:
broaching problem under coupled loadings.
Pavement temperature is dependent on the outside air tem-
t aT $T  Tr (9)
perature, and thus has a time-dependent ripple effect. The un-
Thermoviscoelastic behavior of asphalt mixture under high steady change of heat ow above upper boundary of pavement
temperature can be expressed as follows [15]: structural body is caused by the complexity of outside climate
change. Combining with a design scheme of an expressway asphalt
Zt pavement in south China, this paper simulated the changes of
v temperature eld and stress eld in asphalt pavement structural
sv ET0 ; ut  ut v  t ds (10)
vs body. The rst example simulated the weekly uctuation of tem-
0
perature in different depth beneath the pavement structure, and
where Tr is reference temperature; aT is thermal expansion was then compared with the eld monitoring data. The second
coefcient. example simulated the distribution of horizontal stress, shear
stress and vertical stress of the asphalt pavement in all-weather
sunshine condition. Calculation model and upper boundary con-
Zt
1 dition of pavement are shown in Fig. 1. Physical parameters are
ut ds (11)
t shown in Table 1 and Table 2. Upper boundary condition of tem-
0 perature eld is shown in Fig. 2.
According to timeetemperature superposition equation, spring Monitoring tests of asphalt pavement temperature and load
elastic modulus in Maxwell mode can be expressed as follows: deformation were performed. A Pt100 temperature sensor was
used to monitor the pavement temperature. The parameters
include the following: temperature range from 100  C to 400  C;
ET; t ET0 ; t=b (12) response time,<30 s; and measurement accuracy, 0.2  C. Sensors

380
Table 1 Atmosphere
Thermodynamic parameters. Radiation
360 Equivalent
Name Thermal conductivity Specic heat
Temperature (K)

l (W/(m K)) c (J/kg K) 340

Surface course 1.28 984.2 320
Base 1.31 1084
Subbase 1.5 1069 300

280
Table 2 260
Meteorological parameter in Guangzhou Area in a certain day. 0 5 10 15 20 25
Time Tmax( C) Tmin( C) Qd (MJ/m2) c (h) v (m/s) Time(h)
Nov. 2006 30 15 25 11 2
Fig. 2. Temperature at the upper boundary of pavement surface.
4 Q. Xue et al. / Applied Thermal Engineering 53 (2013) 1e7

Table 3 0
SMA mixture parameter list.
-0.1
Mixture Density Compaction Weight aggregate, Asphalt Fiber %
(t/m3) density (%) packing scale content(%) -0.2
SMA 2.50 95 73:17:10 5.8 0.3 -0.3

Z (m)
-0.4
were buried at pavement depths of 0.02 and 0.07 m, respectively. -0.5
Points Y1 and Y2 are shown in Fig. 1. Grating optical ber sensors
-0.6
were used to monitor the pavement deformation. The parameters
include the following: response frequency, 2000 Hz; reectance, -0.7
90%; wavelength range, 1500 nme1580 nm; scale, 0e20 mm; 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
accuracy, 0.1 mm. The sensors were embedded in the asphalt X (m)
below the surface at a depth of 0.02 m (Y1 point). A stone matrix
Fig. 5. Distribution of horizontal stress isoline at 7:00.
asphalt mixture was adopted in the design of test sections. The mix
parameters are shown in Table 3 with lignin bers as the brous
materials.
The deection value of the asphalt pavement was measured 4. Results and discussions
under vehicle loading, which was performed in the same eld test
section as the test of daily temperature mentioned above. Load 4.1. Distribution of temperature in asphalt pavement
boundary conditions are shown in Fig. 14. Two groups of tests are
conducted under the road surface temperature conditions of 30.5 The change of temperature was tested in Guangzhou West 2nd
and 56.3  C. The purpose of this experiment is to monitor the Ring Expressway (Contract SectionC15 K81050-K81150) from
asphalt pavement deformation under high temperature conditions. 2006, December 5 to December 11. And the simulation results of
A loading vehicle is used for the design of roller-compacted con- the temperature by the coupling model was shown in Figs. 3 and 4.
crete (RCC) pavement with a slower speed. The parameters include The measurement points of temperature are Y1 (0.02 m deep) and
road surface pressure of 120 kPa; load cycles, 10 s; and circulating Y2 (0.07 m deep), shown in Fig. 1.
RCC, 12. It is found that the simulated and monitored temperatures agree
well with each other, corresponding to the changing pattern of the
meteorological data. Field test data of the rst four days (December
5, 6, 7 and 8) was basically identical with simulation results,
330 Simulation
Test
325
0
320
-0.1
315 -0.2
T (K)

310 -0.3
Z (m)

305 -0.4
-0.5
300
-0.6
295
0 1 2 3 4 5 6 -0.7

t (day) 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
X (m)
Fig. 3. Comparison of monitored temperature and predicted temperature of pavement
test point Y1. Fig. 6. Distribution of horizontal stress isoline at 10:00.

322
320 Simulation
318 Test 0
316
-0.1
314
312 -0.2
T (K)

310 -0.3
Z (m)

308
306 -0.4
304 -0.5
302
-0.6
300
1 2 3 4 5 6 -0.7

t (day) 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
X (m)
Fig. 4. Comparison of monitored temperature and predicted temperature of pavement
test point Y2. Fig. 7. Distribution of horizontal stress contour lines at 14:00.
 Q. Xue et al. / Applied Thermal Engineering 53 (2013) 1e7 5

0 0
-0.1 -0.1
-0.2 -0.2
-0.3 -0.3

Z (m)
Z (m)

-0.4 -0.4
-0.5 -0.5
-0.6 -0.6

-0.7 -0.7
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
X (m) X (m)

Fig. 8. Distribution of shear stress contour lines at 7:00. Fig. 11. Distribution of vertical stress contour lines at 7:00.

0 0

-0.1 -0.1

-0.2 -0.2

-0.3 -0.3

Z (m)
Z (m)

-0.4 -0.4

-0.5 -0.5
-0.6 -0.6
-0.7 -0.7
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
X (m) X (m)

Fig. 9. Distribution of shear stress contour lines at 10:00. Fig. 12. Distribution of vertical stress contour lines at 10:00.

although at discrepancy was observed at individual points. Simu-
lation results of test point Y1 appear to be more accurate than those
of test point Y2. The test results deviated from the simulated data
from fth to the seventh day, especially for test point Y2 which was
likely affected by the lasting cloudy and rainy weather from the
fth to the seventh day.
The sensitivity of thermometer was found to decrease in rela-
tively deeper region, which might lead to the distortion of test
results. As test point Y1 is close to the road surface, the negative
impact becomes negligible.
4.2. Simulation of stress states with the variation of the
temperature
The temperature eld of pavement uctuates in daily cycle with
the changing environmental condition. The overall temperature
distribution shows a descent tendency as depth increases.
The distribution of the stress associated with the temperature in
asphalt pavement was shown in Figs. 5e13. The simulation results
of different time showed that the maximum horizontal stress was
observed at road surface at about 14:00 (assumed to be the hottest
moment of the day). With the increase of depth beneath the road
surface, the maximum stress had a hysteretic nature in time
domain, and the amplitude was attenuated with time elapse. The
horizontal stress was manifested as tensile stress. Under the same
vehicle loading, stress gradient at horizontal direction is larger at
higher temperature. This phenomenon was mainly ascribed to the
decreased modulus of pavement material that made compressive
resistance and shearing deformability of materials decreased. The
distribution of shear stress was found to be mainly restrained on
surface. With increasing temperature, the more shear stress were
transferred to much deeper regions. Therefore, higher surface
temperature will result in greater possibility of shear failure, as

0
0
-0.1 -0.1

-0.2 -0.2

-0.3 -0.3
Z (m)
Z (m)

-0.4 -0.4

-0.5 -0.5

-0.6 -0.6

-0.7 -0.7
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
X (m) X (m)

Fig. 10. Distribution of shear stress contour lines at 14:00. Fig. 13. Distribution of vertical stress contour lines at 10:00.
6 Q. Xue et al. / Applied Thermal Engineering 53 (2013) 1e7

0.14 the change in deformation is minimal, and increases with the

0.12 amplitude of load change, which is consistent with the simulation
0.10 results. In addition, the deformation in the monitoring results is
Load (MPa)

0.08 slightly higher than that in the simulation results, but both defor-
0.06 mation values are relatively close.
0.04
0.02 5. Conclusions
0.00
0 20 40 60 80 100 120
Based on the convection heat transfer, thermal radiation theory,
and hot sticky elastic deformation, the coupling dynamic model
Time (s)
was developed to describe the settlement of asphalt pavement
Fig. 14. Vehicle load in the top of the pavement. under the conditions of the temperature effect. The stress eld
distribution in the asphalt pavement was evaluated under the
conditions of temperature changes in the cycle. The reasons for
0.00 asphalt pavement deformation under the daily changes in tem-
perature were analyzed. The daily changes in pavement tempera-
-0.20
ture were monitored at the project site. The results showed that the
Settlement (mm)

-0.40 road surface temperature is largely affected by weather conditions.

The thermometer sensitivity, which is controlled by cloudy or rainy
-0.60 conditions, easily lead to discrepancies in the test results. The nu-
merical simulation of the eld pavement settlement at ambient
-0.80 Simulation temperatures was presented based on the coupling model. The
Test
-1.00 simulation and monitoring results were in good agreement. The
0 20 40 60 80 100 120 reliability of the model was validated by the comparison between
Time (s) the simulation and the test.

Fig. 15. Simulation and test result by cyclic loading at 30.5  C.

Acknowledgements

This research was supported by the Special Fund for Basic

shown in Figs. 8e13. The vertical stress was observed as com-
Research on Scientic Instruments of the National Natural Science
pressive stress in the surface layer and tensile stress in the base.
Foundation of China (51079143, 50874102); the Young Scientists
Gradient of tensile stress weakened gradually with the increase of
Fund of Main Direction Program of Knowledge Innovation of
depth, and the change in temperature also had little effect on the
Chinese Academy of Sciences (KZCX2-YW QN114).
vertical stress.
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