Fast Determination of Soil Behavior in the Capillary Zone Using Simple Laboratory Tests

INE/AUTC 13.1

Weak form equation–based finite-element modeling of viscoelastic asphalt mixtures

The objective of this study is to demonstrate using weak form partial differential equation (PDE) method for a finite-element (FE) modeling of a new constitutive relation without the need of user subroutine programming. The viscoelastic asphalt mixtures were modeled by the weak form PDE-based FE method as the examples in the paper. A solid-like generalized Maxwell model was used to represent the deforming mechanism of a viscoelastic material, the constitutive relations of which were derived and implemented in the weak form PDE module of Comsol Multiphysics, a commercial FE program. The weak form PDE modeling of viscoelasticity was verified by comparing Comsol and Abaqus simulations, which employed the same loading configurations and material property inputs in virtual laboratory test simulations. Both produced identical results in terms of axial and radial strain responses. The weak form PDE modeling of viscoelasticity was further validated by comparing the weak form PDE predictions with real laboratory test results of six types of asphalt mixtures with two air void contents and three aging periods. The viscoelastic material properties such as the coefficients of a Prony series model for the relaxation modulus were obtained by converting from the master curves of dynamic modulus and phase angle. Strain responses of compressive creep tests at three temperatures and cyclic load tests were predicted using the weak form PDE modeling and found to be comparable with the measurements of the real laboratory tests. It was demonstrated that the weak form PDE-based FE modeling can serve as an efficient method to implement new constitutive models and can free engineers from user subroutine programming

Implementation of pseudo J-integral based Paris’ law for fatigue cracking in asphalt mixtures and pavements

Pavement analysis and design for fatigue cracking involves a number of practical problems like material assessment/screening and performance prediction. A mechanics-aided method can answer these questions with satisfactory accuracy in a convenient way when it is appropriately implemented. This paper presents two techniques to implement the pseudo J-integral based Paris’ law to evaluate and predict fatigue cracking in asphalt mixtures and pavements. The first technique, quasi-elastic simulation, provides a rational and appropriate reference modulus for the pseudo analysis (i.e., viscoelastic to elastic conversion) by making use of the widely used material property: dynamic modulus. The physical significance of the quasi-elastic simulation is clarified. Introduction of this technique facilitates the implementation of the fracture mechanics models as well as continuum damage mechanics models to characterize fatigue cracking in asphalt pavements. The second technique about modeling fracture coefficients of the pseudo J-integral based Paris’ law simplifies the prediction of fatigue cracking without performing fatigue tests. The developed prediction models for the fracture coefficients rely on readily available mixture design properties that directly affect the fatigue performance, including the relaxation modulus, air void content, asphalt binder content, and aggregate gradation. Sufficient data are collected to develop such prediction models and the R2 values are around 0.9. The presented case studies serve as examples to illustrate how the pseudo J-integral based Paris’ law predicts fatigue resistance of asphalt mixtures and assesses fatigue performance of asphalt pavements. Future applications include the estimation of fatigue life of asphalt mixtures/pavements through a distinct criterion that defines fatigue failure by its physical significance

Modelling cracking damage of asphalt mixtures under compressive monotonic and repeated loads using pseudo J-integral Paris’ law

Field observations and mechanical analyses have shown that cracks accompany rutting in asphalt mixtures under external compressive loads. This study aims to model crack growth in asphalt mixtures under compressive monotonic and repeated loads. Using energy equilibrium and viscoelastic Griffith fracture criterion, a damage density characterising the cracks in mixtures is derived as a function of stress, nonlinear viscofracture strain, asphalt film thickness and bond energy. Crack evolution is modelled by pseudo J-integral Paris’ law. Six types of asphalt mixture were tested by monotonic compressive strength tests at 40°C. Two were further tested at four more temperatures and four more loading rates, respectively. Repeated load test results for the same mixtures were obtained from previous studies. The different shape of the damage density curve (S-shape for monotonic load and increasing exponential shape for repeated load) demonstrates the dependence of damage growth on loading mode, due to different energy release rates. Pseudo J-integral Paris’ law can model the crack growth in mixtures and capture the post-peak softening behaviour under a monotonic load. The Paris’ law coefficients (A and n) are independent of loading mode (monotonic or repeated), rate or temperature. They are fundamental material properties and can be used to predict crack growth under varying loading and temperature conditions

Crack initiation in asphalt mixtures under external compressive loads

Crack initiation was studied for asphalt mixtures under external compressive loads. High tensile localized stresses e direction of the external loads. A quantitative crack initiation criterion the edges of compressed air voids lead to the growth of wing cracks in thon was derived using pseudostrain energy balance principle. Bond energy is determined and it increases with aging and loading rate while decreases with temperature. Cohesive and adhesive cracking occur simultaneously and a method was proposed to determine the individual percentage. The crack initiation criterion is simplified and validated through comparing the predicted and measured compressive strength of the asphalt mixtures

Structural Characteristics of Unbound Aggregate Bases to Meet AASHTO 2002 Design Requirements: Interim Report

This report gives the results of a study of the properties of unbound aggregate base materials using both laboratory testing data from full scale field tests in Illinois, Georgia, and Texas, and a model of cross-anisotropic elastic materials to characterize the behavior of the base materials under traffic loads. Using the cross-anisotropic model, the stress distribution in a base course is more realistic than that developed when the aggregate base is considered to be linear and isotropic. The stress distribution based on cross-anisotropic analysis is not only more correct, but it is also more favorable to the unbound aggregate in that significant tensile stresses are found not to occur. The analogy is presented in this report that the response of the aggregate base to the load is as if the stress distribution directly under the wheel load due to anisotropy acts as a moving column under the wheel in which the aggregate essentially produces its own confinement and does not enter into tension. Other findings in this report include the following: 1) The unbound aggregate base material should be modeled as non-linear and cross-anisotropic to account for stress-sensitivity and the significant differences between vertical and horizontal moduli and Poisson’s ratios. 2) The ICAR laboratory testing protocol is efficient and precise and should be considered as a candidate to model the unbound aggregate base. The protocol uses three stress regimes and ten stress levels within each regime to determine stress sensitivity and cross-anisotropy. A system identification method is used to select the five material properties based on the tests results necessary to properly characterize the aggregate base and to satisfy the requirements of elastic work potential theory. 3) The Fast Industrial Process Controls cell is efficient and should be used to characterize unbound aggregate bases. The ratio of the diameter to the specimen height is 1:1. While testing of such sample sizes is discouraged in the literature, improvements made to the IPC cell minimize frictional development between the sample and loading platens resulting in minimal constraint at the sample ends. This is verified in the report based on comparative triaxial testing and finite element analysis. 4) The ICAR testing protocol is an excellent tool for both unbound aggregate characterization and comparative analysis of materials. A compaction study on two very different aggregates (uncrushed river gravel and crushed limestone) was performed in which the aggregates were subjected to impact, kneading gyratory compaction. The difference in the tendency of the compaction techniques to produce varying levels of particle orientation (which affects anisotropy) was evident in the degree of anisotropy measured.Aggregates Foundation for Technology, Research, and Education (AFTRE)Civil, Architectural, and Environmental Engineerin

Kinetics-based aging evaluation of in-service recycled asphalt pavement

Reclaimed asphalt pavement (RAP) is a type of material that already suffers long-term aging in the field, so its aging characteristics become prominent since they are closely related to premature distresses and longevity of recycled pavements. While most of investigations of RAP mixtures are carried out in the laboratory, this study focuses on in situ aging of asphalt pavements with RAP overlays. A kinetics-based aging modeling approach is proposed to analyze and quantify long-term field aging of RAP overlays using the Falling Weight Deflectometer (FWD) data and climate data. The kinetics-based approach contains a modulus aging model with kinetic parameters (e.g. aging activation energy) for asphalt mixtures. Eight asphalt overlays are selected with different mixtures (RAP and virgin), thickness (50 mm and 125 mm), and surface preparation (milling and no milling). An asphalt pavement with an overlay has a composite aging process since the aging speeds of different asphalt layers are different. Thus an approach to separate the FWD modulus is developed in order to obtain the actual aging behaviors and properties of the overlay. By applying the kinetics-based modeling to the separated FWD moduli, the aging activation energies of both the overlays and old asphalt layers are determined. It is found that the RAP overlay has the highest aging activation energies and slowest aging rates among the RAP overlay, virgin overlay, and old asphalt layer for the selected pavements. It also reveals through the aging activation energy that the thick overlays age slower than thin ones, and the overlays on milled pavements age slower than those placed without milling. The findings in terms of the aging activation energy can be used to explain the difference in the field performance of overlay pavement sections

Mechanistic-empirical models for better consideration of subgrade and unbound layers influence on pavement performance

It has been reported that the pavement performance predicted by the current mechanistic-empirical pavement design shows low or no sensitivity to subgrade and unbound layers. This issue has raised wide attention. Targeting this problem, this paper summarizes the process used by the authors to find better models of the influence of subgrade and unbound base course layers on the performance of flexible and rigid pavements. A comprehensive literature review is first conducted and the findings are categorized. It is found that the resilient modulus, permanent deformation, shear strength, and erosion are key factors. In particular, the properties that provide greater sensitivity are 1) the moisture-dependency of the modulus, shear strength, and permanent deformation; 2) stress-dependency of the modulus and permanent deformation; and 3) cross-anisotropy of the modulus. A number of unbound layer/subgrade models have been located and categorized. Three criteria are developed to identify the candidate models in terms of the degree of susceptibility, degree of accuracy, and ease of development. The first two criteria are used to evaluate the collected unbound layer/subgrade models, while associated development and implementation issues are planned as subsequent work. Two models that the authors previously developed are selected as examples to illustrate the improvement of the performance prediction, including the moisture-sensitive, stress-dependent, and cross-anisotropic modulus model for unbound layers and stress-dependent mechanistic-empirical permanent deformation model for unbound base layers. These two models are verified through laboratory tests and numerical simulations. Moreover, they are compared to their counterparts in the AASHTOWare Pavement ME Design. The advantages of accuracy and sensitivity to the operational conditions (e.g. moisture, traffic stress, and load-induced/particle-induced anisotropy) are obvious. In addition to these two models, the development of the shear strength model and erosion model are sketched. The candidate models need further development and implementation, which address issues such as hierarchical inputs, calibration/validation, and implementation. These are the on-going and planned work on this topic to better incorporate the influence of subgrade and unbound layers so as to contribute to the improvement of pavement designs

Prediction of geogrid-reinforced flexible pavement performance using artificial neural network approach

This study aimed to develop a methodology to incorporate geogrid material into the Pavement ME Design software for predicting the geogrid-reinforced flexible pavement performance. A large database of pavement responses and corresponding material and structure properties were generated based on numerous runs of the developed geogrid-reinforced and unreinforced pavement models. The artificial neural network (ANN) models were developed from the generated database to predict the geogrid-reinforced pavement responses. The developed ANN models were sensitive to the change of base and subgrade moduli, and the variation of geogrid sheet stiffness and geogrid location. The ANN model-predicted geogrid-reinforced pavement responses were then used to determine the modified material properties due to geogrid reinforcement. The modified material properties were finally input into the Pavement ME Design software to predict geogrid-reinforced pavement performance. The ANN approach was rapid and efficient to predict geogrid-reinforced pavement performance, which was compatible with the Pavement ME Design software