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Introduction . Background on Stress and strain in
flexible pavements.
Review of Multi-Layer Computer
Pavement.
Introduction
pavements
are
made
up
of
idealized
as
multi-layered
system
Consisting of asphalt layers resting on soil layers having different material properties
Methods of designing flexible pavements
Currently, the design of flexible pavements is largely empirical (Helwany et al, 1998; Huang, 1993). However, mechanistic design is becoming more prevalent, which requires the accurate evaluation of stresses and strains in pavements due to wheel and axle loads.
Stress
Force per unit area
Load P = = Area A
Units: MPa, psi, ksi Types: bearing, shearing , axial
Strain
Ratio of deformation caused by load to the
L L
Units: Dimensionless
Stiffness
Stiffness = stress/strain =
Stress,
For elastic materials
E 1 Strain,
:
o Modulus of
Elasticity
o Elastic Modulus
Poissons Ratio
Since
the
pavement refining
researchers
mechanistically based design methods. While the mechanics of layered systems are well developed, there remains much work to be done in the areas of material characterization and failure criteria.
With
respect
to
asphalt
concrete
pavements, the current failure criteria used are the horizontal tensile strain at the bottom of the asphalt concrete layer and the vertical strain at the top of the subgrade layer .
failure criteria, which limits the amount of vertical strain on top of the subgrade, is based primarily on limited data from the AASHO Road Test (Dormon and Metcalf 1965).
Although the layered elastic method is more easily implemented it still than has finite severe element methods,
limitations: materials must be homogenous and linearly elastic within each layer, and the wheel loads applied on the surface must be axi-symmetric. For example, it is very hard to rationally accommodate material non-linearity and incorporate spatially varying tire contact
With
3D FE analysis, we can study the of flexible tire pavements pavement under contact varying
response spatially
Deflection ()
Change in length. Deformation. Units: mm, mils (0.001 in).
structural main
analysis
three for
issues:
are
typically
considered
for
pavement
The relationship between the stress and strain (linear or nonlinear). The time dependency of strain under a constant load (viscous or non-viscous). The degree to which the material can recover strain after stress removal (elastic or plastic).
pavement
are
typically
based
on
continuum mechanics approach. The model can be a closed-formed solution or a numerical analytical approach.
Various theoretical response models have
Environmental conditions :
factors included in pavement structural analysis are temperature and moisture variation.
Frost
moisture content and low temperature can lead to both frost heave during freezing and then loss of subgrade support during thaw significantly weakening the structural capacity failures. of the pavement leading to structural damage and even premature
In
addition, both the diurnal temperature cycle and moisture gradient have been shown experimentally and analytically to
issue:
analysis. Environmental conditions are not considered in the pavement model and the pavement materials are assumed to be linear elastic.
loads in very different ways. Consequently, different theoretical models have been developed for flexible and rigid pavements.
Surface
SUR
SUR
SUB
pavements
Single Layer Model :
Boussinesq (1885) was the first to examine
Boussinesq to determine stresses, strains, and deflections in a homogeneous, isotropic, linear elastic half space with modulus E and Poissons ration subjected to a static point
not influence any of the stresses and the vertical normal stress z and shear stresses are independent of the elastic parameters. Boussinesq's equations were originally developed for a static point load. Later, Boussinesq's equations were further extended by other researchers for a uniformly distributed load by integration (Newmark, 1947; Sanborn and Yoder,
for pavement analysis and it provides the basis for several methods that are being currently used.
Yoder and Witczak (1975) suggested that
Boussinesq theory can be used to estimate subgrade stresses, strains, and deflections when the modulus of base and the
weighted mean modulus calculated from the measured surface deflections based on Boussinesqs equations, can be used as an overall indicator of the stiffness of pavement (Ullidtz, 1998).
One-Layer System
Models :
Pavement
systems
typically with
have
layered
structure
stronger/stiffer
solutions to calculate stresses, strains and displacement in two-layered flexible pavement systems (Figure 1.1).
The
basic
assumptions
for
all
Burmisters models include: 1.The pavement system consists of several layers; isotropic, elastic each and layer linearly and is homogeneous, elastic with an Poissons ratio
modulus
(Hookes law). 2. Each layer has a uniform thickness and infinite dimensions in all horizontal directions, resting on a semi-infinite elastic
3. Before the application of external loads, the pavement system is free of stresses and deformations. 4. All the layers are assumed to be
weightless. 5. The dynamic effects are assumed to be negligible. 6. Either of the two cases of interface
normal stresses, shear stresses, vertical displacements, and radial displacements are assumed to be the same. There is a discontinuity in the radial stresses r since they must be determined by the respective elastic moduli of the layers.
frictionless interface: the continuity of
shear stress and radial displacement is replaced by zero shear stress at each side
gure 1.2 Boundary and Continuity Conditions for Burmisters Two Layer System
Burmister
derived the stress and displacement equations for two-layer pavementsystems from the equations of elasticity for the three-dimensional problem solved by Love (1923) and Timeshenko (1934). To simplify the problem, Burmister assumed Poisson's ratio to be 0.5.
He found the stresses and deflections
to the thickness of the pavement layer (r/h 1). For design application purpose, equations for surface deflections were also proposed:
Flexible load bearing:
W = 1. 5 pr/ E2 * Fw
where: W: the surface deflection at the center of a circular uniform loading . p: pressure of the circular bearing . E2 : elastic modulus of the subgrade layer . Fw : deflection factor . Influence curves of deflection factor were proposed for a practical range of values of
Displacement coefficient Iz
actual pavement system, Burmister extended his solutions to a three-layer system (Burmister, 1945) and derived analytical expressions for the stresses and displacements.
Acum
and Fox (1951) presented an extensive tabular summary of normal and radial stresses in three-layer systems at the intersection of the axis of symmetry
were the radius of the uniformly loaded circular area, the thickness of the two top layers, and the elastic moduli of the three layers.
Jones (1962) extended Acum and Foxs
graphical form and brought convenience in analysis and design of pavement for
pavement to be either a 2 or 3 layer system with a concentrated normal force or a uniformly distributed normal load.
Therefore, vehicle thrust (tangential loads)
loads
were
not
Poissons ratio of 0.5 was assumed in most Schiffman (1962) developed a general
for the determination of stresses and displacements of a multi-layer elastic system subjected to non-uniform normal surface loads, tangential surface loads, rigid, semi-rigid and slightly inclined plate bearing loads.
Schiffman presented the equations in an
asymmetric cylindrical coordinate system (Figure 1.3). Each layer has its separate
ELSYM5
CHEVRON was developed by the Chevron research company and is based on linear elastic theory. The original program allowed up to five structural layers with one circular load area (Michelow, 1963). Revised versions now accept more than 10 layers and up to 10 wheel loads (NHI, 2002).
EVERSTR S
WESLEA
ILLI-PAVE
This software is capable of determining the stresses, strains, and deflections in a layered elastic system (semiinfinite) under a circular surface loads. It can be used to analyze up to 5 layers, 20 loads, and 50 evaluation points . is a multi-layer linear elastic program developed by the U.S. Army Corps of Engineers Waterways Experiment Station (Van Cauwelaert et al., 1989). The current versions have the capability of analyzing more than ten layers with more than ten loads . Several numerical programs have been developed to model flexible pavement systems. Raad and Figueroa (1980) developed a 2-D finite element program. Nonlinear constitutive relationships were used for pavement materials and the Mohr-Coulomb theory was used as the failure criterion for subgrade soil in ILLI-PAVE.
DAMA
MnPAVE
can be used to analyze a multiple-layered elastic pavement structure under a single- or dual-wheel load The number of layers can not exceed five. In DAMA, the sub-grade and the asphalt layers are considered to be linearly elastic and the untreated subbase to be non-linear. program that combines known MnPAVE is a computer empirical relationships with a representation of the physics and mechanics behind flexible pavement behavior . The mechanistic portions of the program rely on finding the tensile strain at the bottom of the asphalt layer, the compressive strain at the top of the subgrade, and the maximum principal stress in the middle of the aggregate BISAR 3.0 is capable of calculating : base layer . Comprehensive stress and strain profiles. Deflections. Horizontal forces . Slip between the pavement layers via a shear spring compliance at the interface.
BISAR
CIRCLY5
MICHPAV E
CIRCLY software is for the mechanistic analysis and design of road pavements. CIRCLY uses state-of-the-art material properties and performance models and is continuously being developed and extended. CIRCLY has many other powerful features, including selection of: cross-anisotropic and isotropic material properties; fully continuous (rough) or fully frictionless (smooth) layer interfaces. a comprehensive range of load types, including vertical, horizontal, torsional, etc. isnon-uniform surface contact stress distributions. for a user-friendly, non-linear finite element program the analysis sub-layering of unbound granular materials. automatic of flexible pavements. The program computes displacements, stresses and strains within the pavement due to a single circular wheel load.
Typical input :
Material properties: modulus and m Layer thickness Loading conditions: magnitude of load, radius, or contact pressure.
Typical output :
Stress Strain Deflection
Problem No. 1
Relation bet. Depth & Hz. tensile strain which predict the Fatigue Cracking
Problem No. 3
Relation bet. Depth & Hz. tensile strain which predict the Fatigue Cracking
Problem No. 1
Relation bet. Depth & Vl. Comp. strain which predict the Rutting
Problem No. 3
Relation bet. Depth & Vl. Comp. strain which predict the Rutting
JILS
NDT Load
r
Surface Base / Subbase
Layer Characteristics E1 E2 E3 1 2 3 D1 D2
Subgrade Soil
Backcalculation Programs
KENPAVE Software
Four separate programs LAYERINP KENLAYER SLABSINP KENSLABS Program installation - CD
Everstress Software
Reference: WSDOT Pavement Guide, Volume
3, Pavement Analysis Computer Software and Case Studies, June 1999. Specific interest is on Section 1.0 Everstress Layered Elastic Analysis. Download from WSDOT
http://www.wsdot.wa.gov/biz/mats/pavement/pave_tools.
htm
Everstress Software
This software is capable of determining
the stresses, strains, and deflections in a layered elastic system (semi-infinite) under a circular surface loads. It can be used to analyze up to 5 layers, 20 loads, and 50 evaluation points. Material properties can be either stress dependent or not.
E = K1()K2
Everstress Software
Files
Prepare Input Data: This menu option allows
creation of a new file or start with an existing file. Analyze Pavement: This menu option performs the actual analysis and requires an input data file. Print/View Results: This menu option lets the user view the output on the screen or print.
x 6 y 1 2
Subbase 12.0 inches
6
HMA 3.1 inches Stabilized Base 6.0 inches
Subgrade
KENLAYER Program
Solution for an elastic multilayer system
under a circular load; superposition principles were used for multiple wheels Linear elastic, nonlinear elastic, or viscoelastic Damage analysis up to 12 periods