Permanent Deformation Model Based on Shear Properties of Asphalt Mixtures

Li, Qiang; Lee, Hyun Jong; Lee, Sang Yum

doi:10.3141/2210-09

Cited by 19 publications

(4 citation statements)

References 6 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…The shear strain from simple shear tests is also used to model permanent deformation [ 16 , 34 ]. The coupling of shear and axial strain components in permanent deformation modeling has not been performed yet in previous studies [ 35 ]. The indirect tensile test is also used for permanent deformation with different specimen dimensions of 150 or 100 mm diameter by 50 to 70 mm thickness [ 36 ].…”

Section: Permanent Deformation Predictionmentioning

confidence: 99%

“…The computational modeling of asphalt concrete poses difficulties mainly due to the material nonlinearity, complexity to characterize under repeated and moving loads, and variable environmental conditions (temperature, moisture, etc.) [ 35 , 54 ]. The constitutive equations for the linear viscoelastic strain (

) in undamaged conditions is defined by the Boltzmann superposition principle.…”

Section: Permanent Deformation Damage Modelingmentioning

confidence: 99%

See 1 more Smart Citation

Advances in Permanent Deformation Modeling of Asphalt Concrete—A Review

2022

View full text Add to dashboard Cite

Permanent deformation is one of the dominant asphalt concrete damages. Significant progress has been made to realistically predict the damage. In the last decade, the mechanistic approach has been the focus of research, and the fundamental theories of viscoelasticity, viscoplasticity, continuum mechanics, and micromechanics are applied to develop the material laws (constitutive equations). This paper reviews the advancement of permanent deformation models including analogical, microstructural, and continuum-based methods. Pavement analysis using the nonlinear damage approach (PANDA) is the most comprehensive and theoretically sound approach that is available in the literature. The model coupled different damages and other phenomena (such as cracking, moisture, and phenomena such as healing, aging, etc.). The anisotropic microstructure approach can be incorporated into the PANDA approach for a more realistic prediction. Moreover, the interaction of fatigue and permanent deformation is the gap that is lacking in the literature. The mechanistic approaches have the capacity to couple these damages for unified asphalt concrete damage prediction.

show abstract

Section: Permanent Deformation Predictionmentioning

confidence: 99%

) in undamaged conditions is defined by the Boltzmann superposition principle.…”

Section: Permanent Deformation Damage Modelingmentioning

confidence: 99%

Advances in Permanent Deformation Modeling of Asphalt Concrete—A Review

2022

View full text Add to dashboard Cite

show abstract

“…The second empirical equation (Eq. 5) is proposed by the authors based on the results from a variety of tests (Fwa et al 2004;Wang et al 2008;Li et al 2011;Kim et al 2017) as shown in Figure 14. By using Eq.…”

Section: A Temperature-dependent Shakedown Approachmentioning

confidence: 99%

Shakedown of asphalt pavements considering temperature effect

Liu

Wang

et al. 2020

International Journal of Pavement Engineering

View full text Add to dashboard Cite

show abstract

“…Several mechanistic or mechanistic-empirical models have been developed using the APT method. Monismith, Popescu, and Harvey (2006) and Li, Lee, and Lee (2011) developed a relationship between rutting and mixture shear properties obtained from triaxial compressive strength and repeated load permanent deformation tests. Park, Martin, and Masad (2004) developed an elasto-viscoplastic model based on Perzyna's viscoplastic theory and the Druker-Prager yield function to predict rutting measured in APTs.…”

Section: Accelerated Pavement Testing Techniquesmentioning

confidence: 99%

Efficient Pavement Thickness Design for Indiana

Nantung¹,

Lee²,

Tian³

2018

View full text Add to dashboard Cite

Over the past several decades, a dramatic increase in traffic volume, axle loads, and tire pressure has led to rapidly deteriorated pavements in the United States. Several types of pavement surface distresses have been noted by many state agencies across the country. Among these distresses, permanent deformation, also known as rutting, is one of the most serious forms of flexible pavement distress. This research investigates the fundamentals of rutting behavior for full-depth flexible pavements. The scope incorporates an experimental study using full-scale accelerated pavement tests (APTs) to monitor the evolution of the transverse profiles of each pavement structural layer. The findings were then employed to improve the rutting model that is embedded in the current pavement design method, the Mechanistic-Empirical Pavement Design Guide (MEPDG). Four APT sections were constructed using two typical pavement structures and two types of surface course material. A mid-depth rut monitoring and automated laser profile system was designed to reconstruct the transverse profiles at each pavement layer interface throughout the process of accelerated pavement deterioration that is produced during the APT. The contributions of each pavement structural layer to rutting and the evolution of layer deformation were derived. This study found that the permanent deformation within asphalt concrete does not increase with an increase in pavement thickness once the pavement is sufficiently thick. Additionally, most pavement rutting is caused by the deformation of the asphalt concrete, with about half the amount of rutting observed within the top four inches of the pavement layers and only around ten percent of rutting observed in the subgrade. A guideline was developed to calibrate the MEPDG prediction models using a database that contains both APT sections and field roadway segments and accounts for the rutting in individual pavement layers. A procedure was developed to provide the most faithful simulations of the APT conditions using virtual weather station generation, special traffic configuration, and falling weight deflectometer evaluation. The accuracy of the MEPDG's prediction models was improved after the calibration process. The sum of squared error and the standard error of estimates between the predicted and actual measurements were reduced. No significant difference was found between the predicted and actual total asphalt concrete layer rutting and subgrade rutting at the 95 percent confidence level. Model validation using a jack-knife resampling technique confirmed that the calibrated models are able to provide accurate and statistically sound performance predictions. New calibration factors of the MPEGD rutting model from this study have been successfully implemented by the INDOT design team since 2017.

show abstract

Permanent Deformation Model Based on Shear Properties of Asphalt Mixtures

Cited by 19 publications

References 6 publications

Advances in Permanent Deformation Modeling of Asphalt Concrete—A Review

Advances in Permanent Deformation Modeling of Asphalt Concrete—A Review

Shakedown of asphalt pavements considering temperature effect

Efficient Pavement Thickness Design for Indiana

Contact Info

Product

Resources

About