A methodology for relating the microstructure of asphalt concretes to their viscoelastic behavior is described. Imaging techniques are used to capture the asphalt concrete microstructure, and the finite element method (FEM) is used to model its stress-strain behavior in the time domain. Aggregates are modeled as linear elastic, and the binder is modeled through mechanistic models as either linear viscoelastic or nonlinear viscoelastic. The binder viscoelastic properties are input into the FEM algorithm by two methods: a built-in viscoelastic function and a user-specified material characterization subroutine. The latter handles non-linearity in an iterative piecewise linear fashion, whereby the mechanistic binder model parameters are updated as a function of the strain level. For each strain level, mechanistic models are fitted to describe binder viscoelastic behavior based on dynamic shear rheometer data. The two approaches used for specifying binder viscoelastic properties into the FEM algorithm were verified by comparing binder response predictions with direct measurements. Finally, the asphalt concrete micro-structure model was verified by comparing FEM predictions of dynamic shear modulus and phase angle with measurements obtained by using a Superpave® shear tester.
This article investigates the effectiveness of different mathematical methods in describing the three‐dimensional surface texture of Portland cement concrete (PCC) pavements. Ten PCC field cores of varying surface textures were included in the analysis. X‐ray Computed Tomography (CT) was used to scan the upper portion of these cores, resulting in a stack of two‐dimensional grayscale images. Image processing techniques were utilized to isolate the void pixels from the solid pixels and reconstruct the three‐dimensional surface topography. The resulting three‐dimensional surfaces were reduced to two‐dimensional “map of heights” images, whereby the grayscale intensity of each pixel within the image represented the vertical location of the surface at that point with respect to the lowest point on the surface. The “map of heights” images were analyzed using four mathematical methods, namely the Hessian model, the Fast Fourier transform (FFT), the wavelet analysis, and the power spectral density (PSD). Results obtained using these methods were compared to the mean profile depth (MPD) computed in accordance with ASTM E1845.
The coefficient of thermal expansion (CTE) is a fundamental property of concrete. It has long been known to have an effect on joint opening and closing in jointed plain concrete pavement, crack formation and opening and closing in continuously reinforced concrete pavement, and curling stresses and thermal deformations in both types of pavements. However, it has not been included as a variable either in materials specifications or in the structural design of concrete pavements. Hundreds of cores were taken from Long-Term Pavement Performance sections throughout the United States and were tested by FHWA's Turner–Fairbank Highway Research Center laboratory, using the AASHTO TP 60 test procedure. The CTE values were then assimilated into groups on the basis of aggregate types, and the mean and range of CTE were calculated. These results were then used in the new mechanistic–empirical pavement design guide to determine the significance of the measured range of CTE on concrete pavement performance. The CTE of the concrete was found to vary widely, depending on the predominant aggregate type used in the concrete. Sensitivity analysis showed CTE to have a significant effect on slab cracking and, to a lesser degree, on joint faulting. Its overall effect on smoothness was also significant. Given that CTE has not been used before in routine pavement structural design, the conclusion is that this design input is too sensitive to be ignored and must be fully considered in specifications and in the design process to reduce the risk of excessive cracking, faulting, and loss of smoothness.
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