Flexible Pavement Analysis Considering Temperature  Profile and Anisotropy Behavior in Hot Mix Ashalt Layer

Choi, Jeong‐Hoon; Seo, Youngguk; Kim, Sunghee; Beadles, Samuel

doi:10.4236/ojce.2011.12002

Cited by 6 publications

(3 citation statements)

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“…A 8-noded brick element is used for the mesh generation. This type of element was suggested by many researchers for the 3D FEM of flexible pavement (Al-Qadi et al, 2010;Choi et al, 2011;Uddin & Garza, 2010). For rectangle loading area, 8-noded brick element (C3D8) is used in the entire geometry.…”

Section: Mesh Generationmentioning

confidence: 99%

“…From the above literature, it can be said that several studies considered material cross-anisotropy in a static FEA (Choi et al, 2011;Masad et al, 2006;Oh et al, 2006). However, material cross-anisotropy was rarely considered in dynamic FEA (Kuo & Chou 2004;Uddin & Garza, 2010).…”

Section: Introductionmentioning

confidence: 97%

“…In their study, FEM simulated strain was compared with the strain determined from the statistical correlation for validation. To determine the pavement response under truckload, Choi, Seo, Kim, and Beadles (2011) developed a 3D static FEM using anisotropic behaviour of Hot Mix Asphalt (HMA). Base and subgrade materials in that model were considered to be isotropic.…”

Section: Introductionmentioning

confidence: 99%

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Impact of cross-anisotropy on embedded sensor stress–strain and pavement damage

Tarefder

Ahmed

Islam

2014

European Journal of Environmental and Civil Engineering

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The effects of cross-anisotropy on asphalt pavement responses and damage are investigated in this study. As a part of this investigation, a dynamic Finite Element Model (FEM) of a pavement section at interstate I-40 (Mile Post 141) in New Mexico is developed in ABAQUS. This section has recently been instrumented with strain gauges, moisture probes and pressure cells. The dynamic FEM has been simulated to determine pavement responses under Falling Weight Deflectometer (FWD) and truckload. Pavement response (i.e. stress, strain and deflection) from the instrumented section are then compared to the FEM predicted values. To study the effect, a total of five combinations of cross-anisotropy are considered. The first combination considers cross-anisotropy of modulus in every layers of the pavement. The rest of the combinations considers it in each of the individual layers such as surface (Hot Mix Asphalt (HMA)), base (Granular aggregate), sub-base (PPC) and subgrade (Fine soil), respectively. Time-deflection histories, stress and strain are predicted from the FEM under FWD and truckload. Results show that predicted deflections, stress and strain are highly sensitive to HMA and all layer cross-anisotropy. In these cases, predicted deflections, stress and strain increase with a decrease in n-value, defined by the ratio of horizontal to vertical modulus of elasticity. The effect of cross-anisotropy in base, sub-base and subgrade is not as significant as the former two cases. Pavement damage is also determined using the tensile strain at the bottom of surface (HMA) layer. It is observed that damage increases with decrease in n-value. This effect is pronounced in HMA and all layer cross-anisotropy among the five combinations of cross-anisotropy. Finally, it is recommended to include this effect in the mechanistic analysis to improve the pavement design and evaluation.

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Section: Mesh Generationmentioning

confidence: 99%