Evaluation of Structural Response of Cracked Pavements at CEDEX Transport Research Center Test Track

Abstract

The structural response of a flexible pavement typically is modeled with the multilayer linear elastic theory. This theory is applicable to almost all mechanistic–empirical design procedures but is also used in other fields of pavement engineering, such as in the interpretation of deflection data for assessing a pavement's structural condition. The applicability of this theory, even with some limitations, has been validated for new or undamaged pavements when the hypothesis of continuity is realistic. However, for modeling the structural response of damaged pavements, the presence of discrete cracks is not compatible with continuum mechanics theories. Three flexible sections at the CEDEX Transport Research Center test track were instrumented with sensors. The structural response under moving vehicles was systematically measured for different response variables during a full-scale experiment in which 1.3 million loads were applied. The structural response measured at the beginning of the experiment, when asphalt damage was null, was used as a reference for comparison of the evolution of response during the test. The test showed that the evolution of the response variables could be explained by continuum mechanics, in particular by linear elasticity, as soon as asphalt damage was uniformly distributed in the material. When discrete cracking appeared, the response started to deviate from the response predicted by multilayer linear elastic models. Adoption of a rational approach for determination of the modulus of the asphalt layers is shown to be important.

Structural Responses Data Measured in an Instrumented Flexible Pavement

“…Mateos et al [1] measured the surface deflection and the horizontal strain under self-driven vehicle at a speed range of 20-30 km/h. The researchers correlated the response values with the HMA temperature.…”

Field Measurement of Dynamic Compressive Stress Response of Pavement‐Subgrade Induced by Moving Heavy‐Duty Trucks

“…Hyodo et al [18,19] investigated the vertical pressure of subgrades induced by a 10 t car at different speeds (0 km/h, 10 km/h, 20 km/h, and 35 km/h). Mateos et al [20] carried out a field test on six sections of a circular road in Spain. The results showed that when the speed of moving vehicles increased, the compressive stress of the subgrade decreased gradually.…”

Validation of a dynamic modulus predictive equation on the basis of spanish asphalt concrete mixtures

“…The set was fitted by a sigmoidal function in this particular study. The same sigmoidal function, according to equation [1], is used by both CalME and the MEPDG.…”

“…The approach for the formulation of the new model is based on the relationships existing between parameters of the sigmoidal master curve ( equation [1]) and mixture volumetric and gradation properties as well as binder rheological variables. There is a general agreement among researchers that δ and α parameters of the sigmoidal function are determined by volumetric and gradation properties of the mixtures rather than by binder rheology (8).…”

“…It is defined as the ratio of peak cyclic stress to peak cyclic strain under harmonic loading. It can be used to predict pavement structural response to traffic loads (1), and it can be regarded as a performancerelated material property for mixture specifications and design. The latter is the case of the European Standard EN 13108-1, which includes stiffness as one of the requirements within the fundamental approach for asphalt concrete characterization.…”