eyhajj characteristics of the loading pulse for the fn test€¦ · characteristics of the loading...
TRANSCRIPT
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Characteristics of the Loading Pulse for the gFlow Number Performance TestElie Y Hajj Alvaro Ulloa Raj Siddharthan Peter E SebaalyElie Y. Hajj, Alvaro Ulloa, Raj Siddharthan, Peter E. Sebaaly
Association of Asphalt Paving Technologists Annual MeetingMarch 7-10 , 2010, Sacramento, California
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Introduction
A h l L B h iAsphalt Layer Behavior
Stress State Loading Rate Temperature
Lab test that simulates field conditions
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Flow number (FN) test( )
0.1 s 0.9 s
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Flow number (FN) testPermanent deformation CharacterizationPermanent deformation Characterization
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Objectivej
FN Test FN Test variables
Triaxial state Testing Loading Wave Pulse iTriaxial state of stresses
Testing Temperature
Loading Wave Form
Pulse Duration Rest Period
Provide recommendations for the characteristics of the deviator loading pulse in the flow number testdeviator loading pulse in the flow number test
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Pulse duration prediction
Barksdale 1971Barksdale, 1971Brown, 1973McLean 1974McLean, 1974MEPDG, 2002Al-Qadi, 2008Al Qadi, 2008…
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Tire directly above PVehicle direction y
xσzzP
xz
σyy
σxx
Pavement response histories for a single circular tire…..
0 τxyσzz
0 Timeσyy
Time
xy
Time0
σxx0 τyz
0τxz
0
Question: What stress pulse shape to use in triaxial test?Time Time Time
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Stress State in the Triaxial FN Test
σy
σzMoving loads
Pavement responses histories
RLT / FN
σxσ3
σd
σ3 σ3
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Database of pavement stresses time-historieshistories
60 mph without braking40 mph without braking40 mph without braking20 mph without braking2 mph with braking10 mph with braking20 mph with braking HMA layer temp:
104 F, 122 F,104 F, 122 F, 140 F, and 158 F
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3D-Move Model
Complex surface Complex surface loadings
in all three directions.
3D3D--Move Move ModelModel
Moving loads of Moving loads of any shape
(braking forces)
Visco-elasticVisco elasticproperties
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Semi-trailor Truck
dynamic load transfer vertical loads on tires additive (+ or -) to static load
Braking = f(deceleration “a”, braking forces)
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Semi-trailor Truck
• Load Distribution During 6000 4250 4250
4250 4250g
Braking: 14 Unknowns– 11 equilibrium equations
3 characteristic equations:– 3 characteristic equations:
Application (treadle output) vs. actuation (brake
8480 4395 286051203340
chamber) pressure/axle
Brake force vs. actuation pressure on each axle.
2161 2968 2968 2561 2561
p
Dynamic load transfer coefficient.
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Equivalent deviator and confining stresses time-historiestime-histories
σd & σc were analyzed under Single and Tandem axlesd c y gfor every:
pavement structurepavement structure
mixture type
pavement temperature
braking and non-braking conditions.g g
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Equivalent deviator and confining stresses time-historiesSingle vs Tandem AxlesSingle vs. Tandem Axles
130140
ving
110120130
ss fo
r Driv
psi)
8090
100
rtical Stres
Axles (p
607080
60 70 80 90 100 110 120 130 140
Max Ver
60 70 80 90 100 110 120 130 140Max Vertical Stress for Steering Axle (psi)
Non‐Braking Conditions Braking Conditions
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Equivalent deviator and confining stresses time-historiesSingle vs Tandem Axles (Non-braking)
90
Single vs. Tandem Axles (Non braking)
σd Si gl = 81 psi 75 i
50
70
90
iator an
d tress, psi
σd-Single 81 psi σd-Tandem = 75 psi
σc-Single = 49 psi
30
50
ximum
dev
finem
ent s σc-Tandem = 37 psi
‐10
10
Max
conf
0.25 0.28 0.30 0.33 0.35 0.38 0.40Time, sec
Deviator stress single axle Confinement stress single axleDeviator stress tandem axle Confinement stress tandem axle
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Equivalent deviator and confining stresses time-historiesSingle vs Tandem Axles (Braking)
120
Single vs. Tandem Axles (Braking)
σd-Tandem = 104 psi 97 i
σd-Tandem = 109 psi
60
80
100
viator and
stress, psi σd-Single = 97 psi
σ = 44 psi
20
40
60
ximum
dev
finem
ent s
σc-Single = 44 psiσc-Tandem = 32 psi
σc-Tandem = 22 psi
‐20
0
4 5 5 0 5 5 6 0 6 5 7 0 7 5 8 0
Max
conf
4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0Time, sec
Deviator stress single axle Confinement stress single axleDeviator stress tandem axle Confinement stress tandem axle
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Equivalent deviator and confining stresses time-historiestime-histories
•Tandem axle generates a more critical stress Tandem axle generates a more critical stress condition than the steering axle when the 3D state of stresses is analyzed.y
•Stresses evaluated under tandem axles at 2-inch Stresses evaluated under tandem axles at 2 inch below pavement surface.
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Equivalent deviator and confining stresses time-historiestime-histories
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Equivalent deviator stress pulse duration
• Loading pulse characterized using σd at 2 inches.• Best-fitting haversine wave shape.
100
si
Calculated by 3D‐MoveH i fit
60
80
ress, σ
dps Haversine fit
20
40
eviator Str
0
0.26 0.27 0.28 0.29 0.30 0.31
De
Time, sec
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Equivalent deviator stress pulse durationunder tandem axle 2 inches below pavement surfaceunder tandem axle, 2 inches below pavement surface
PG64-22 Mix Non-braking0.1
lse
s)
20 mph40 mph60 mph
rsin
ePu
atio
n t p
(s
Pavement
0.01
Hav
erD
ura Pavement
structure: 4” HMA over 6” base
90 100 110 120 130 140 150 160 170Pavement Temperature, ºF
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Equivalent tp at 2” below pavement surfaceNon-braking Conditions (20-60 mph, 104-158°F)Non braking Conditions (20 60 mph, 104 158 F)
0.080.090.10
on (s
ec)
T = asphalt layer temperature, ºC
0.040.050.060.07
ulse
Dur
atio p ,
S = vehicle travelling speed, mph.
0.000.010.020.03
Pred
icte
d P
0.000.00 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09 0.10
P
Calculated Pulse Duration (sec)PG64-22 (Non-braking) PG58-22 (Non-braking) PG52-22 (Non-braking)
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Equivalent tp at 2” below pavement surfaceBraking Conditions (2-20 mph, 104-158°F)Braking Conditions (2 20 mph, 104 158 F)
T = asphalt layer temperature, ºC0.40
0.450.50
on (s
ec)
p ,S = vehicle travelling speed, mph.
0.200.250.300.35
ulse
Dur
atio
0.000.050.100.15
Pred
icte
d P
0.000.00 0.05 0.10 0.15 0.20 0.25 0.30 0.35 0.40 0.45 0.50
P
Calculated Pulse Duration (sec)PG64-22 (Braking) PG58-22 (Braking) PG52-22 (Braking)
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Equivalent Deviator Stress Pulse Duration (tp) at 2” below pavement surfacebelow pavement surface
Non-Braking Braking
Speed 20-60 mph 2-20 mphSpeed 20 60 mph 2 20 mph
Equivalent Deviator stress pulse (tp) 0.016-0.069 sec 0.041-0.456 secstress pulse (tp)
< 0 1 sec typically applied to FN test< 0.1 sec typically applied to FN test(except for braking at 2 mph)
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Equivalent deviator stress pulse durationBraking vs Non-braking at 20 mphBraking vs. Non-braking at 20 mph
0.075
sec)
0.065
0.070
‐Braking
(
0.055
0.060
e Duration
12% t 29%0.045
0.050
ading Pu
lse 12% to 29%
reduction in pulse time
0.040
0.040 0.045 0.050 0.055 0.060 0.065 0.070 0.075
Loa
Loading Pulse Duration ‐ Non Braking (sec)
pulse time
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Equivalent Deviator Stress Pulse Duration (tp) at 2” below pavement surfacebelow pavement surface
Non-braking condition seems to result in a more critical diti th b ki diticondition than braking condition.
Evaluate the magnitudes of σd and σc under braking and non-braking conditions and non braking conditions
σ3
σd
σ3 σ3
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Maximum equivalent σd and σc stresses
95100105
Stre
ss, p
si 4-inch HMA layer - Tandem Axle
20 mph40 mph
95100105
Stre
ss, p
si 6-inch HMA layer - Tandem Axle
20 mph40 mph
95100105
Stre
ss, p
si 8-inch HMA layer - Tandem Axle
20 mph40 mph
60657075808590
Max
imum
Dev
iato
r S 40 mph
60 mph
60657075808590
Max
imum
Dev
iato
r S 40 mph
60 mph
60657075808590
Max
imum
Dev
iato
r S 40 mph
60 mph
60
90 100 110 120 130 140 150 160 170HMA Layer Temperature, ºF
60
90 100 110 120 130 140 150 160 170HMA Layer Temperature, ºF
60
90 100 110 120 130 140 150 160 170HMA Layer Temperature, ºF
50
, psi 4-inch HMA layer - Tandem Axle 50
psi 6-inch HMA layer - Tandem Axle 50
, psi 8-inch HMA layer - Tandem Axle
30
35
40
45
mum
Con
finin
g St
ress
,
20 mph40 mph60 mph
30
35
40
45
mum
Con
finin
g St
ress
, p
20 mph40 mph60 mph
30
35
40
45
mum
Con
finin
g St
ress
,
20 mph40 mph60 mph
PG64-22 Mix for non-braking conditions
25
30
90 100 110 120 130 140 150 160 170
Max
im
HMA layer Temperature, ºF
25
30
90 100 110 120 130 140 150 160 170
Max
im
HMA layer Temperature, ºF
25
30
90 100 110 120 130 140 150 160 170
Max
im
HMA layer Temperature, ºF
PG64 22 Mix for non braking conditions
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Maximum equivalent σd and σc stresses
130
135
140
Stre
ss, p
si 4-inch HMA layer - Tandem Axle
2 mph10 mph 130
135
140
Stre
ss, p
si 6-inch HMA layer - Tandem Axle
2 mph10 mph 130
135
140
Stre
ss, p
si 8-inch HMA layer - Tandem Axle
2 mph10 mph
100
105
110
115
120
125
Max
imum
Dev
iato
r S 10 mph
20 mph
100
105
110
115
120
125
Max
imum
Dev
iato
r S 10 mph
20 mph
100
105
110
115
120
125
Max
imum
Dev
iato
r S 10 mph
20 mph
100
90 100 110 120 130 140 150 160 170HMA Layer Temperature, ºF
100
90 100 110 120 130 140 150 160 170HMA Layer Temperature, ºF
100
90 100 110 120 130 140 150 160 170HMA Layer Temperature, ºF
50
psi 4-inch HMA layer - Tandem Axle 50
psi 6-inch HMA layer - Tandem Axle 50
ss, p
si 8-inch HMA layer - Tandem Axle
30
35
40
45
mum
Con
finin
g St
ress
,
2 mph10 mph20 mph
30
35
40
45
mum
Con
finin
g St
ress
,
2 mph10 mph20 mph
30
35
40
45
xim
um C
onfin
ing
Stre
s 2 mph10 mph20 mph
PG64-22 Mix for braking conditions
25
30
90 100 110 120 130 140 150 160 170
Max
im
HMA Layer Temperature, ºF
25
30
90 100 110 120 130 140 150 160 170
Max
im
HMA Layer Temperature, ºF
25
90 100 110 120 130 140 150 160 170
Max
HMA Layer Temperature, ºF
PG64 22 Mix for braking conditions
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Maximum equivalent σd and σc stresses
• Predictive Equations for:
d c
Predictive Equations for:Equivalent max deviator stress, σd
fEquivalent max confining stress, σc = σ3
at 2 inches below pavement surfaceat 2 inches below pavement surfaceBraking and Non-Braking Conditions
Function of AC layer thickness, T, E*, S, interaction terms
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Equivalent Deviator & Confining Stresses at 2”Non-Braking ConditionsNon-Braking Conditions
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Equivalent Deviator & Confining Stresses at 2”Braking ConditionsBraking Conditions
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Equivalent Deviator & Confining Stresses at 2” Below Pavement SurfaceBelow Pavement Surface
Non-braking conditions: g–σd ranged from 69 to 102 psi –σc ranged from 27 to 47 psi σc ranged from 27 to 47 psi
Braking conditions:slight increase (5%) i
40% increase in σd
Braking conditions:–σd ranged from 108 to 132 psi –σ ranged from 30 to 47 psi
(5%) in σc
–σc ranged from 30 to 47 psi
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Summary and conclusionsy
• Equivalent deviator stress pulse duration (t ) at 2”Equivalent deviator stress pulse duration (tp) at 2below the pavement is function of
vehicle speed and– vehicle speed, and– pavement temperature.
• Neither pavement thickness nor mixture propertiessignificantly impacted t at 2” below pavementsignificantly impacted tp at 2” below pavementsurface.
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Summary and conclusionsy
• Standard pulse time loading of 0 1 sec does notStandard pulse time loading of 0.1 sec does notsimulate actual traffic-induced deviator stress pulseduration.
• Braking conditions, though it generates interfaceshear stresses, leads to lower deviator pulse duration& higher amplitude.
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Summary and conclusionsy
• Amplitude of the equivalent triaxial deviator and Amplitude of the equivalent triaxial deviator and confining stresses are highly affected by:
– Mixture’s stiffness– Pavement effective temperaturePavement effective temperature– Vehicle speed.
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Thank you for your attention!!!y y
•Acknowledgments•Acknowledgments
This work is part of the overall effort in the Asphalt – This work is part of the overall effort in the Asphalt Research Consortium (ARC) work element E2c: “Critically Designed HMA Mixtures.” Critically Designed HMA Mixtures. (www.arc.unr.edu)
– Authors gratefully acknowledge the FHWA support.