Research on transversely isotropic permeability of asphalt pavement: Laboratory tests and computational simulation

Yue

Advances in Civil Engineering

2022

This paper built a three-dimensional layered structure model of semirigid base asphalt pavement with single and double transverse reflective cracks based on the Extended Finite Element Method and fatigue fracture theory. The effects of the number of cracks, crack spacing, and crack length on the stress intensity factors (KI, KII, and Keff) under moving vehicle loads were studied. The fracture life of the asphalt pavement structure was calculated based on the Pairs formula. The results demonstrate that reflective cracks in semirigid asphalt pavement are composite cracks of type I and type II under moving vehicle loads, and shear fracture is the main reason for the failure of the base. The damage to the pavement base will be accelerated with the increase in the number of cracks and the length of the cracks. As the distance between the two reflection fractures is closer, the interaction between the cracks has a superimposed enhancement effect on the crack propagation. Compared with the single nonpenetrating crack model, the fatigue life of the nonpenetrating reflective crack in the double crack pavement structure with a crack spacing of 30 cm is reduced by 46.87%. The research on the propagation mechanism of reflective cracks in this paper provides the essential theoretical and numerical basis for the design, construction, working condition evaluation, and maintenance of pavement structures.

Section: Moving Traffic Load Setting and Mesh Divisionmentioning

confidence: 99%

Multiple Reflective Cracks in Semirigid Base Asphalt Pavement under Traffic Load Using XFEM

Yue

Advances in Civil Engineering

2022

“…The finite element model was established using the software ABAQUS. Previous studies show that 6 m × 6 m × 5 m cube specimen was the most suitable kind of simulating the actual pavement structure [16,17]. C3D8R was selected as the grid type, and no lateral movement is chosen as the boundary condition to reveal the actual conditions of cracking.…”

Section: Simulationmentioning

confidence: 99%

“…The foregoing analysis also shows that the accumulation of road damage will accelerate under overloading, and the development trend will increase, which can be described using Jintegral and stress intensity factors. Figure 8 shows the numerical changes of these mechanical factors related to crack growth under different overloads when the step time was set as 25 s. The curve in Figure 7a satisfies Equation ( 16), where the value of R2 is 0.9999: y = −46, 682.23x + 273.52 (16) The curve in Figure 7b satisfies Equation (17), where the value of R2 is 0.9999:…”

Section: Traffic Loadsmentioning

confidence: 99%

Numerical Simulation on Reflective Cracking Behavior of Asphalt Pavement

Wang

Yang

et al. 2021

Applied Sciences

Cracks are one of the main problems that plague road workers. A correct understanding of the internal crack propagation mechanism of asphalt pavement will help road workers evaluate the road’s working status more comprehensively and make more reasonable decisions in design, construction, and maintenance work. This paper established a three-dimensional asphalt pavement layered model using the software ABAQUS and fracture mechanics theory and the extended finite element method were used to explore the mechanical response of the pavement base layer’s preset reflective cracks. This paper investigated the influence of the modulus of each layer, vehicle load on the principal stress, shear stress, J-integral, and two stress intensity factors (K1, K2) during the predetermined crack propagation process of the pavement base layer, and the entropy method was used to analyze the above-mentioned mechanical response. The results show that the main factor affecting the propagation of reflective cracks on asphalt pavements is the modulus of the bottom surface layer. However, from a modeling perspective, the effect of increasing load on crack growth is obvious. Therefore, in terms of technical feasibility, the prevention of reflective cracks should still be achieved by controlling the driving load and prohibiting overloading.

“…Moreover, an air void content above 9.9% indicates that the road pavement must be removed and rebuilt [9]. On the contrary, over-compaction should also be avoided because it may result in a high asphalt density and an air void content of less than 3% [10,11]. This is primarily because, after the construction of asphalt, pavements are further compacted by traffic loading.…”

Section: Introductionmentioning

confidence: 99%

Assessment of In Situ Compactness and Air Void Content of New Asphalt Layers Using Ground-Penetrating Radar Measurements

Primusz,

Abdelsamei,

Ali

et al. 2024

Applied Sciences

This paper deals with the possibilities of ground-penetrating radar (GPR)-based quality control testing, which was demonstrated on an experimental road section of a ~220–240 m long Hungarian residential street. The measurements and their assessment aimed to control the prescribed compactness and air void content of newly built asphalt layers. Research has discussed the relationship between the air void content and the dielectric constant of asphalt layers, and provided empirical results for this relationship. We suggest a new logistic model with lower and upper asymptotes instead of the exponential formula often used in the literature. Contrary to this newly developed robust model, existing models are sensitive to extreme dielectric constant values due to the mathematical nature of their exponential function. The results of the new logistic model are compared to those of the Hoegh–Dai (HD) and Minnesota Department of Transportation (MnDOT) models on the basis of a few calibration data points. Through systematic data collection and analysis, the developed robust empirical model demonstrates a significant correlation between the relative permittivity and air void content in asphalt mixes, enabling accurate estimation of the air void content within a ±0.5% margin of error. The air void content can be applied to estimate the asphalt layer modulus. The developed model can be further exploited by utilizing a combination of GPR and drone technology. The “symbiosis” of these technologies can lead to a totally non-destructive imaging system, which can then be applied to environmental monitoring of roads and their surroundings in terms of quality control of asphalt compaction work and the hot asphalt mix behind the compaction roller during pavement construction.