Modeling Effects on Reinforcement of Lateral Confinement of Roadway Aggregate

Perkins, S W; Christopher, Barry R.; Eiksund, Gudmund; Schwartz, Craig S.; Svanø, G.

doi:10.1061/40776(155)22

Cited by 11 publications

(6 citation statements)

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“…Perkins et al (2005b) have shown the inability of this simple and conventional method for modelling reinforcement and point to the need for additional considerations for reinforced response models.…”

Section: Pavement Component Materials and Damage Modelsmentioning

confidence: 97%

“…The motivation for this study has come by recognising from previous work (Perkins et al 2005b) that fundamental mechanisms and processes involved in reinforced pavements are absent in a simple static, single load cycle response model analysis like the types used in the studies cited above. In particular, processes involving interaction of the reinforcement with surrounding pavement materials during construction and compaction of the base aggregate layer, and during repeated loading by vehicular traffic is absent from a simple analysis of the reinforced pavement.…”

Section: Introductionmentioning

confidence: 99%

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A mechanistic–empirical model for base-reinforced flexible pavements

Perkins

Christopher²,

Cuelho

et al. 2009

International Journal of Pavement Engineering

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A mechanistic -empirical model for geosynthetic base-reinforced flexible pavements is proposed. The model uses traditional components of an existing unreinforced mechanistic -empirical model developed in the USA through NCHRP Project 1-37A. These components include a finite element response model, material models for the asphalt concrete, unbound aggregate base and subgrade and damage models for asphalt concrete fatigue cracking and permanent deformation in the pavement cross-section layers. New components for the reinforcement are introduced and include structural elements for the reinforcement, a material model for the reinforcement, a model for reinforcement -aggregate shear interaction, additional response modelling steps that account for the influence of the reinforcement on lateral confinement of the base aggregate during construction and subsequent traffic loading, and a modified permanent deformation damage model used for aggregate within the influence zone of the reinforcement. This paper describes the basic components of the model with a focus on the ability of the model to predict permanent deformation, which is compared to results from test sections. This comparison shows favourable agreement that is on the level seen with existing unreinforced mechanistic -empirical models and a large improvement over previously proposed models for reinforced pavements.

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Section: Pavement Component Materials and Damage Modelsmentioning

confidence: 97%

Section: Introductionmentioning

confidence: 99%

A mechanistic–empirical model for base-reinforced flexible pavements

Perkins

Christopher²,

Cuelho

et al. 2009

International Journal of Pavement Engineering

Self Cite

View full text Add to dashboard Cite

show abstract

“…Previous work (8) has shown that modeling the elastic response of a reinforced pavement simply by using the components described above does not sufficiently account for the beneficial influence of the reinforcement on pavement response. It is commonly accepted that geosynthetic base reinforcement results from confinement and restraint of the aggregate adjacent to the reinforcement.…”

Section: Modeling Of Reinforcement Effectsmentioning

confidence: 99%

Mechanistic–Empirical Design Model Predictions for Base-Reinforced Pavements

Perkins¹,

Cuelho

2007

Transportation Research Record: Journal of the Transportation R

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A mechanistic–empirical design method for geosynthetic-reinforced bases of flexible pavements is described. This method shares features with a nationally recognized mechanistic–empirical method developed through NCHRP Project 1-37a for conventional, unreinforced flexible pavements. The method developed for reinforced pavements contains material and damage models for the different layers of the pavement cross section, testing methods for identification of material properties, incorporation of reinforcement into a finite element response model, and development of response model modules that account for fundamental mechanisms of reinforcement. Unreinforced mechanistic–empirical models were field calibrated from low-volume road test sections constructed in two pavement test facilities. One facility involved full-scale tests loaded by a heavy vehicle simulator. The second facility involved large-scale laboratory model tests with cyclic load applied to a stationary circular plate resting on the pavement surface. Reinforced models were then compared with test sections from these same two facilities to gauge the suitability of the developed modeling techniques. A sensitivity study was performed to evaluate reinforced models for bracketing combinations of pavement traffic level, sub-grade stiffness, reinforcement type, and reinforcement position. The majority of the models were set up to evaluate the increased number of traffic passes that could be applied when reinforcement was added to the cross section. Several models were created to evaluate the reduction in base course thickness for an equal number of traffic passes for reinforced and unreinforced sections. Pavement section performance was evaluated for permanent surface deformation and asphalt concrete fatigue cracking. This paper focuses on the results of these predictions and the implications for the use of geosynthetic reinforcement in low-volume roads.

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“…Lateral confinement of soil above and below the geogrid increases the compressive force between grains and generates more interlock between the soil and the geogrid (4,11). Particle movement is minimized, preventing lateral displacement of particles.…”

mentioning

confidence: 99%

Evaluation of the Zone of Influence and Stiffness Improvement from Geogrid Reinforcement in Granular Materials

Schuettpelz

Fratta²,

Edil

2009

Transportation Research Record: Journal of the Transportation R

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The longevity of a pavement system is closely related to the amount of deformation of both the asphalt surface and the underlying layers. Placing a geogrid in the granular base decreases the amount of rutting at the surface by providing some strength to the base and increasing stiffness and thus limiting elastic deformations and loads transmitted to the sub-grade. However, the zone of influence of the geogrid layer on surrounding soil particles and the increase in modulus in this zone are not well known. A testing scheme aimed at quantifying both the zone of influence and the increase in the modulus caused by the presence of a geogrid in granular materials was developed. Both P-wave velocity and the shear strain induced by loading a 150-mm diameter plate were examined. P-wave velocity results indicated a change in modulus across the geogrid from a minimum of 1.35 (at 75-mm geogrid depth) to a maximum of 2.66 (at 100-mm geogrid depth) over modulus expected in unreinforced soils. Expected internal soil rotations were modeled with PLAXIS and compared with laboratory tests. These analyses showed that the shearing of soil was confined to a zone above the geogrid. Rotation tests showed a zone of influence of 30 to 40 mm on both sides of the geogrid reinforcement; however, the zone of influence depends on the position of the geogrid, with a geogrid 100 mm in depth seeming most able to constrain subsurface soils and distribute the shear stresses caused by the 150-mm-diameter loading plate.

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Modeling Effects on Reinforcement of Lateral Confinement of Roadway Aggregate

Cited by 11 publications

References 0 publications

A mechanistic–empirical model for base-reinforced flexible pavements

A mechanistic–empirical model for base-reinforced flexible pavements

Mechanistic–Empirical Design Model Predictions for Base-Reinforced Pavements

Evaluation of the Zone of Influence and Stiffness Improvement from Geogrid Reinforcement in Granular Materials

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