Difference between In Situ Flexible Pavement Measured and Calculated Stresses and Strains

Loulizi, Amara; Al-Qadi, Imad L.; Elseifi, Mostafa A.

doi:10.1061/(asce)0733-947x(2006)132:7(574)

Cited by 53 publications

(19 citation statements)

References 3 publications

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“…For instance, the wheel loads applied on the surface must be axisymmetric. Wang (2001), Loulizi et al (2006) and Elseifi et al (2006) demonstrated that the limitations of LEA can be easily managed in three-dimensional finite element analysis (3D FEA).…”

Section: Introductionmentioning

confidence: 99%

An analytical procedure for strain response prediction of flexible pavement

Yin

2013

International Journal of Pavement Engineering

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The bottom-up fatigue damage in flexible pavements is typically assessed through the tensile strains at the bottom of the asphalt layer. The fatigue damage is then correlated using a calibration factor to the fatigue cracking. Therefore, the success of any pavement design depends on the accuracy and efficiency of employed mechanistic parameters, such as stress and strain. A procedure that can accurately and rapidly predict pavement strain response when traffic and environmental data are provided is desirable. In this study, an analytical procedure was developed to predict pavement response using a mixed pool of tensile strains from instrumentation and 3D FE simulation. Statistical features make the developed procedure powerful and efficient such that the strain responses due to every individual axle pass can be predicted. A demonstration example of predicting tensile strains under multiple-axle loading conditions is provided to facilitate application of the procedure to other data-sets. The maximum difference of 9 microstrain in response implies a reasonable accuracy of the analytical procedure. As demonstrated by using a full-depth flexible pavement section, the analytical procedure is effective and of immediate assistance to experimentally compare design alternatives.

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Section: Introductionmentioning

confidence: 99%

An analytical procedure for strain response prediction of flexible pavement

Yin

2013

International Journal of Pavement Engineering

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“…For a single wheel configuration, the transversal tensile strain is normally higher, but the situation is more complex with a dual wheel configuration. There are many factors that affect the tensile strain such as the wheel configuration, the tyre type and pressure, the material properties, the speed of the loading wheel and the applied load (Said 1997, Loulizi et al 2006, Dessouky et al 2013, Wang et al 2013.…”

Section: Asphalt Strain Gaugesmentioning

confidence: 99%

Instrumentation and performance modelling of heavy vehicle simulator tests

Saevarsdottir

Erlingsson

Carlsson

2014

International Journal of Pavement Engineering

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Flexible test road structures have been built and tested in accelerated pavement tests using a heavy vehicle simulator (HVS) at VTI in Sweden for 15 years. The objectives have been to investigate pavement responses and pavement performance behaviour, which can be used to validate mechanistic performance schemes. Here, the instrumentation is described, its accuracy is estimated, the response and performance are modelled and a performance prediction is carried out. The registrations of the measurements were rather smooth with acceptable variation. In general, good agreement was established between the measurements and calculations. The HVS machine can be used to evaluate new road concepts and maintenance strategies and provides the option of performing a life cycle cost analysis, which can decrease both costs and environmental impacts.

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“…The difference between the measured and calculated responses could be attributed to the major assumptions of the layered elastic theory used by KENPAVE. The major assumptions of the layered elastic theory are the following (Huang, 2004;Loulizi et al, 2006): 1) each layer is assumed homogeneous, isotropic, and linear elastic; 2) all materials are weightless (no inertia effect is considered); 3) all layers are assumed to be infinite in lateral extent; 4) all layers have a finite thickness except for the subgrade, which is assumed to be infinite; 5) pavement systems are loaded Downloaded by [Chulalongkorn University] at 01:10 27 December 2014 statically over a uniform circular area; and 6) the compatibility of strains and stresses is assumed to be satisfied at all layer interfaces. In the present study, assumption (3) and (5) seems to be invalid because FWD testing was conducted near the edge of pavement on outside wheel path and FWD loading used was dynamic.…”

Section: Pavement Instrumentation Response Analysismentioning

confidence: 99%

Evaluation of Resilient Moduli of Pavement Layers at an Instrumented Section on I-35 in Oklahoma

Solanki¹,

Zaman²,

Muraleetharan³

et al. 2009

Road Materials and Pavement Design

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Resilient Modulus (M r ) is an important material property for pavement design and evaluation. The M r values can be estimated in the laboratory by measuring material's response under simulated field loading conditions. It can also be determined from nondestructive tests such as the falling weight deflectometer. Some previous studies have shown, however, that the M r values determined from laboratory testing can differ significantly from that determined from the backcalculated resilient moduli using FWD data. This paper presents the results of a site-specific comparison of the M r values determined through laboratory testing and backcalculation of FWD data. Both laboratory and FWD data are related to an instrumented pavement section on I-35 in central Oklahoma. Unlike most previous studies that focused on FWD testing on the top of asphalt concrete, in the present study FWD tests are conducted on different layers namely, natural subgrade, stabilized subgrade, aggregate base and asphalt concrete. The study indicated increase in backcalculated M r values due to the construction of overlying layers. For natural subgrade and aggregate base layer, backcalculated M r values were found higher than corresponding laboratory determined M r values. In addition, FWD tests were also performed on top of the asphalt strain gauges and earth pressure cells and strains and pressure data were collected simultaneously. A comparison of the pavement response between the predictions from a multilayer elastic program, KENPAVE, and the in-situ sensors was made.

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Difference between In Situ Flexible Pavement Measured and Calculated Stresses and Strains

Cited by 53 publications

References 3 publications

An analytical procedure for strain response prediction of flexible pavement

An analytical procedure for strain response prediction of flexible pavement

Instrumentation and performance modelling of heavy vehicle simulator tests

Evaluation of Resilient Moduli of Pavement Layers at an Instrumented Section on I-35 in Oklahoma

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