INTERNATIONALJOURNALOFCIVILANDSTRUCTURALENGINEERING

Volume2,No 1,2011
Copyright2010AllrightsreservedIntegratedPublishingservices
Researcharticle ISSN0976 4399
ReceivedonJuly 2011publishedonSeptember2011
233
StressStrain characteristicsofflexiblepavementusingFiniteElement
Analysis
RahmanM.T.
1
,MahmudK.
1
,AhsanS.
2
1DepartmentofCivilandEnvironmentalEngineering,IslamicUniversityofTechnology
(IUT),BoardBazar,Gazipur1704,Bangladesh
2DepartmentofCivilEngineering,UniversityofAsiaPacific(UAP),
Dhanmondi,Dhaka,Bangladesh
rusho@iutdhaka.edu
ABSTRACT
Designof flexiblepavementis largely basedonempirical methodsusing layeredelasticand
twodimensional finite element (FE) analysis. Currently a shift underway towards more
mechanistic design techniques to minimize the limitations in determining stress, strain and
displacement in pavement analysis. This research documents the use of 3D finite element
application for predicting mechanical behavior and pavement performance subjected to
various traffic factors. Different axle configuration, tire imprint areas and inflation pressure
areinvestigatedheretoanalyzetheconsiderableimpactonpavementdamageinitiationfrom
fatigueandpermanentdeformationpointofview.Inthis study,flexiblepavementmodeling
is done using ABAQUS software in which model dimensions, element types and meshing
strategiesaretakenbysuccessivetrialanderrortoachievedesiredaccuracyandconvergence
of the study. Thus proper tire imprint area is determined to apply in economical design of
pavementforvariousaxleconfigurations.
Keywords: Fatigue, Finite Element Analysis, Flexible Pavement, Inflation Pressure, Tire
ImprintAreas.
1.Introduction
Theinterstateandhighwaysconnectingcitiesandsustainingeconomicexchangeareintegral
to the infrastructure of a country. Transportation is considered to be one of the most
important infrastructure components influencing production and economic activities.
Presentlythereare67%ofroadwayswithrespecttothetotallandareaofBangladeshmore
than 98% are topped by asphalt. Though scarcity of lands, demand of road pavement is
increasing considerably to mitigate the need of basic movements and enhance economic
activities.
So there exists considerable pressure for investment in the transportation sector. But unit
lengthofconstructioncostofpavementismassiveasperempiricaldesignguidelinebecause
the complex interaction of materials of different layers cannot be assessed and investigated
easily. Economic and efficient pavement system can be designed through mechanistic
behavioralanalysisusingtheapplicationoffiniteelement.Thisresearchisapartofabroader
study (Rahman M.T., 2009) and an attempt is made in this study to analyze stressstrain
characteristics of asphalt pavement through proper understanding of various traffic and
loadingfactorsandtheirinteractionwiththepavementdistressandfailureinitiation.
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Thespecificobjectivesofthisstudycanbesummarizedasfollows:
Develop proper element type and effective meshing strategies for flexible pavement in
finiteelementsoftware.Analyzepropertireimprintareaforinflationpressure.
Estimatetheappropriatetireinflationpressure.
2. Methodology
The traffic and loading is considered as the prime factor in designing the pavement system.
These includes axle loads, configuration of axles, tire contact areas, the number of load
repetitions, vehicle speed etc. Heavy vehicles, such as trucks, significantly influence
pavement distresses and failure. As a primary variable of pavement design, accurate
configuration of truck loading and investigation on the impact of heavy traffic on the
pavementperformanceisanimportantissue.
Bothtwodimensional(2D)andthreedimensional(3D)methodscanbeemployedtocapture
the structural response of flexible pavements. Many researchers have investigated the
response of flexible pavements and 2D programs have been developed specifically for
flexible pavements such as MICHPAVE and ILLIPAVE. However, 2D analysis cannot
accommodatenonuniformtirecontactpressureand multiplewheel loads3Dfiniteelement
modelsmustbeusedtoproperlycapturetheseeffects.
Threedimensionalfiniteelementanalysistoolsareincreasinglyviewedasthebestapproach
to answering certain fundamental questions about pavement performance (Chen, et al), but
the tedious processing and time required to accurately model pavement systems have
hampered the use of these analyses. While twodimensional axisymmetric models can be
utilizedforasinglewheelloadanalysis,suchaconstraintwouldleadtoaninaccuratethree
dimensional analysis, particularly for pavements subjected to multiple wheel loads and
wander. Only 3D FE modeling was considered in this study to allow for several
modifications that were judged essential to accurately simulate pavement responses to
vehicularloading.
In this study, an approach being made to establish the proper tire configuration i.e. tire
contact area and inflation pressure using the finite element software ABAQUS to analyze
stressstrain behavior of flexible pavement regarding the application of finite element in
design purpose. As stresses and strains are used more and more to predict pavement
distresses,andthustherelativeconditionofthevariouslayersinthepavementstructure,the
constitutiverelationshipofstressandstraininFEMisrequiredtounderstand.
2.1ABAQUSasFiniteElementSoftware
ABAQUS, a commercial finite element modeling program, has been widely applied for
pavement analysis. Chen et al did a comprehensive study of various pavement analysis
programs and showed that the results from ABAQUS program were comparable to those
from other programs. Zaghloul and White simulated the pavement responses under FWD
loadingforflexiblepavementsusingthreedimensionaldynamicanalysisinABAQUS.
ABAQUS provides many element types that are useful for pavement analysis. An infinite
element model can be used to model the infinite boundary conditions in the horizontal and
verticaldirectionsinapavementsystem.ABAQUSalsoincludesmanymaterialmodelssuch
StressStraincharacteristicsofflexiblepavementusingFiniteElementAnalysis
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as linear elastic, viscoelastic, hypoelastic and elastoplastic models. Finite element method
calculatesthevaluesofstressesandstrainsbynodetonodelumpingofloads.So,appropriate
elementselectionandmeshingisalsoveryimportant.
2.1.1 MaterialCharacterization
Assuming three layers of pavement asphalt surface, granular base and subgrade. All
pavement materials were assumed to respond linearly and elastically to the applied load as
static load were applied in the linear perturbation step. Elastic properties (modulus of
elasticityandPoissonsratio)wereobtainedfrompreviousinvestigation (ZaghloulandWhite,
1993). Some random material properties were also given to understand the pavement
responseunderdifferentcondition.
2.1.2 ModelDimensionsandElementType
Model dimensions were selected to reduce any edge effect errors, while keeping the
elements sizes within acceptable limits (modeling constraints). The generated mesh was
designed to give an optimal accuracy (small elements around the load and large elements
away from it). To improve the rate of convergence, 8node linear brick reduce integration
elements(C3D8R)wereused.Alllayersweresimulatedwiththesameshapetopreservethe
continuity of nodes between consecutive layers. More elements are used around the wheel
loadswherestressesanddisplacementgradientsarehigher.
2.1.3 BoundaryandContactModeling
Displacement or rotational constraints were used to simulate the subgrades support of the
pavementstructure.Theseelements,whichactasspringstotheground,provideasimpleway
of including the stiffness effects of the subgrade without fixation of nodes at the bottom of
the model. Interaction properties between two adjacent layers were assumed as perfectly
bondedsofrictionlesscontactwasgiven.
3.EvaluationofStressStrainCharacteristics
Finite element software, ABAQUS, is used effectively in measuring horizontal tensile and
verticalcompressivestrainsundertheapplicationofstaticwheelloadinthemodeledflexible
pavement structure. Though critical model dimension, appropriate element type, meshing
strategy,boundaryconditionsignificantlyaffecttheresultsusingsoftwarevariationofstrain
value is observed for a specific modeled structure for different contact area, inflation
pressureandaxleloadconfiguration.Elementtypeandmeshingstrategyusedinthisstudyis
showninFig.1.
StressStraincharacteristicsofflexiblepavementusingFiniteElementAnalysis
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Figure1:Elementtypeandmeshing
Only maximum principal strain contour is shown in Fig. 2. From the figure, it can be seen
that lowest value strain is found at the top layer and maximum strain occurs within the
subgrade material just under the wheel load application point. This can be easily justified
because of the arrangement of successive weaker material from top to bottom of the
pavement layer. Usually vertical strain component (compressive) is found to be maximum
just beneath the top layer. Stress contour is not shown here because of less generation of
stressforstatic loadcases,especially forlowwheelpressure(0.51.5MPa).Only maximum
stressvalueistakenforthecomparisonforvariouscontactareaorinflationpressure.
Figure2: Maximumprincipalstraincontour(Sectionunderwheelload)
3.1AnalysisforTrafficRelatedFactors
Traffic related factors like axle load configuration, tire imprint area, tire inflation pressure,
numbers of wheel load repetition have significant effect in the design of flexible pavement
system.Stressstrainbasedanalysisprocedureisusedinthefiniteelementmethodtoestimate
thosefactors.Different loadingconditionsareselectedtoanalyzepavementresponse.These
representthelow,middleand highcombinationsoftire loadandtire inflationpressureused
for a given tire during the analysis. The low load high inflation pressure and the high load
lowinflationpressurecombinationsarenotconsideredinthisstudyastheseconditionsshow
StressStraincharacteristicsofflexiblepavementusingFiniteElementAnalysis
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extreme deviations from tire manufacturer recommended tire load/tire inflation pressure
guidelines.
3.1.1 ContactArea
Tocalculatedamagesperpassbythewheelloadinthepavement,itisrequiredtoidentifythe
propercontactarea.Contactareamaybecircular,rectangular,ellipsoidoranother(termedas
actual here) imprint area of a rectangle and two semicircles. Contact areas for different tire
imprintarespecifiedinTable1.
Fortheanalysisandselectionoftheappropriatecontactarea,sametirepressureisappliedfor
different imprint shape of equal contact area and thus the effect of maximum principal
stressesandstrainsaremeasured.Tirecontactdimensionisselectedfromthesuggestedrules
of PCA method, that is circular, rectangular or ellipsoid area which is equivalent to actual
contact area and difference in stresses and strains are observed. To satisfy convergence
criteriainfiniteelementmethod,analysesisdoneforincreasingamountofelementsandthus
observethedifferenceinresults.
Table1:Contactareafordifferenttireimprint
Imprintshape Wheelpressure(MPa) Contactarea(sq.mm)
Circular 0.67 60000
Rectangular 0.67 61575
Ellipse 0.67 60416
Actual 0.67 60318
Critical model dimension of roadway segment for the analysis is chosen as 10m by 5m to
avoid the boundary effects. Material property and thickness of different layers are taken as
ZaghloulandWhite(1993)appliedpreviouslyinpavementapplicationshowninTable2.
Table2:Materialpropertyusedincontactareaandpressureanalysis
FromthestressandstraincomparisonsshowninFig.3and4,itcanbenotedthattheactual
tireimprintareahasgreatervaluesforstressandstrainthanallotherpossibletirearea.Also,
increasingthenumberofelementsincreasesthedegreeofaccuracy.
AsphaltSurface BaseLayer SubgradeLayer
Thickness(mm) 100 250 2000
ModulusofElasticity(Mpa) 2175 415 52
Poisson'sratio 0.35 0.4 0.45
StressStraincharacteristicsofflexiblepavementusingFiniteElementAnalysis
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Figure3:Stressvariationfordifferentcontactarea
Figure4: Strainvariationfordifferentcontactarea
StressStraincharacteristicsofflexiblepavementusingFiniteElementAnalysis
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So,usingcircular,rectangularorellipsoidareas insteadofthe actualtire imprintareaareto
be avoided if the actual condition for stresses and strains are to be taken into account
accurately.
3.1.2 Tirepressure
Thoughuniformcontactpressurethroughoutthecontactareaisassumed forpreviousstudy,
it is notreadily true. To investigate the effect of spatially varied tire pressure, it is assumed
that twothird of the total wheel load is applied in the centre rectangular region which is
approximatelyhalfofthetotalcontactarea(145mm*200mm =29000mm
2
)andotherloadin
two semicircle regions. Effect of stress and strain values are observed for different wheel
loads.Modelgeometryandmaterial propertiesaresameasprevious.
ItisseenfromFig.5,thereisabout30%increaseinstressduetovariedcontactpressurethan
constantpressure. Linearrelationshipexists inthefigure indicatesthestatic loadapplication
and linear analysis. But strain value does not vary significantly for spatially varied pressure
(Fig. 6). So when strain is applied as design criteria, fatigue or permanent deformation for
wheelloadapplication,uniformcontactpressuredoesnotaffecttheresult.
Figure5:Stresscomparisonfordifferenttireinflationpressure
StressStraincharacteristicsofflexiblepavementusingFiniteElementAnalysis
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Volume2Issue12011
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Figure6:Straincomparisonfordifferenttireinflationpressure
4.Conclusion
Application of the software ABAQUS for the particular design features, like traffic related
factors, is quite reasonable applying in the analysis of pavement performance of present
roadwayand findingtotaltrafficcarryingcapacityoftheexistingpavement.Thusthispaper
documents the preliminary research of traffic related factors in the design of flexible
pavementunderspecificmaterialproperties,modelgeometriesetc.
Basedupontheresultspresentedinthisstudy,tireimprintareaisneededtoberectanglewith
two semicircles at both sides. Circular, rectangular or ellipsoid tire contact area is not
appropriate because they generate fewer amounts of stresses and strains for the equal area.
Tire pressure is never being uniform throughout the imprint area. Varied test indicates that
parabolicvariationoftirepressurewhichisconstantonlywithinthecenterregionofcontact
area. Implication of stressstrain behavior in the design phase of flexible pavement is quite
massive work. This paper has included a very small part of it. The major limitation here is
pavementsaregenerally subjectedtomovingtruckloads insteadofstatic loadsand material
response is viscoelastic. Further study on the effect of moving loads and asphalt
viscoelasticity is warranted. Again, stress, strain and deflection will be further implemented
in pavement failure criterion, fatigue and permanent deformation and then be used in
calculatingESALforvaryingaxleloadcondition.Sufficientgovernmentalfundingisneeded
to invest in laboratory based test environment to validate the software application and thus
developaneconomicaldesignprocedurebasedonfiniteelementanalysis.
5.References
1. ABAQUS, Finite Element Computer Program. Theory Manual. Version 6.7, Hibbit,
KarlssonandSorensen,Inc.,Pawtucket,USA,2001.
2. AlQadi,I.L,Elseifi,M.,Yoo,P.J.(2005),InSituValidationofMechanisticPavement
Finite Element Modeling, Virginia Tech Transportation Institute, Virginia Tech,
Blacksburg,Virginia.
3. Chen, H.H., Marshek, K.M. and Saraf, C.L. (1990), Effects of Truck Tire Contact
Pressure Distribution on the Design of Flexible Pavements: A ThreeDimensional Finite
ElementApproach,TransportationResearchRecord,No.1095,pp.7278.
4. Huang,Y.H.(1993), PavementAnalysisandDesign,1
st
ed.,PrenticeHall,NJ.
5. Rahman, M.T. (2009), StressStrain Characteristics of Flexible pavement using Finite
Elementmethod,B.Sc.Thesis,submittedtothedepartmentofCivilEngineering,BUET.
6. Wang, J. (2001), ThreeDimensional Finite Element Analysis of Flexible Pavement,
M.Scthesis,TheGraduateSchool,UniversityofMaine.
7. Zaghloul, S. and White, T. (1993), Use of a ThreeDimensional, Dynamic Finite
ElementProgramforAnalysisofFlexiblePavement,InTransportationResearchRecord
1388,TRB,Washington D.C.,pp.6069.