Evaluation of Permanent Deformation Characteristics of Bituminous Mixes

7/27/2019 Evaluation of Permanent Deformation Characteristics of Bituminous Mixes

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EVALUATION OF PERMANENT DEFORMATIONCHARACTERISTICS OF BITUMINOUS MIXES

Department of Civil Engineering

Indian Institute of Technology

Kharagpur 721302, India

By

I. Srinivasa Reddy


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EVALUATION OF PERMANENT DEFORMATION CHARACTERISTICS OF BITUMINOUS MIXES

Major distresses in bituminous pavements - fatigue cracking,

rutting, thermal cracking, bleeding and moisture susceptibility

Rutting - likely to be a failure that would occur in the earlystages of pavements life

Fatigue & Thermal Cracking failures old pavements thatbecome Brittle

According to the National Cooperative Highway ResearchProgram (Witczak, 1998):

Permanent deformation - selected as the most serious

problem for highways and runways in the United Statesamong all the distresses in asphalt pavements.

Fatigue cracking-rated the second most serious problem,followed by thermal cracking

Distresses in Bituminous Pavements


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Fatigue cracking

Source: Witczak (1998)


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In India, recently constructed National Highways - premature

rutting at high temperature ( long period) when subjected to

heavy axle loading along with other factors of the mix

(Reddy, 2007 ; Raoet al.

2007)


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Bituminous mixes - typically been designed with empirical

laboratory design procedures

Field experience - required to determine if the laboratory

analysis correlates with pavement performance

A common concern regarding the current mix design

practice

- whether the specifications have sufficient basis to ensure

that distresses like bleeding/flushing, rutting along wheelpaths, top-down cracking and fatigue cracking do not occur

Bituminous Mix Design


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Most transportation agencies wants to know thesuitability of bituminous mixes before it is used forconstruction

If the bituminous mix passes a rut-resistance test, itcan be used on a road (Romero and Stuart, 1998)

Bituminous Mix Design (Contd)


7/49EVALUATION OF PERMANENT DEFORMATION CHARACTERISTICS OF BITUMINOUS MIXES

Marshall Mix Design Method

In India, bituminous mixes are designed to satisfy theMarshall Mix Design criteria (MoSRT&H, 2001)

Marshall method of mix design

- Developed in 1940s

- Still the most popular and common method for design of

bituminous mixes in India

Widely felt that Marshall method is inadequate to address

the current in-service performance problems as does notindicate any performance parameters of the mix directly



Compaction blows 75 blows on each face

Stability (N) 9000

Percent air voids (VIM) 3 -6

Per cent voids in mineralaggregate (VMA) 12 (VIM=3), 13(VIM=4),14(VIM=5)

Per cent voids filled with

bitumen (VFB)

65 75

Flow (mm) 2 4

Loss of stability on immersionin water at 600C (ASTM D 1075)

Min. 75 per cent retainedstrength

Marshall Mix Design Requirements for BC

(MoSRT&H, 2001)



Rutting or Permanent Deformation Rutting - permanent deformation - defined as the bowl-

shaped depression in the wheel paths due to

accumulation of small amounts of unrecoverable strains

under the channelized repeated wheel loads

Fig: Bituminous pavement rutting in the wheel path

Source: Smith (2004)



Causes of Rutting

Loading conditions Magnitude of wheel load

Tire pressure

Traffic volume

Environmental conditions Temperature

Moisture

Mix properties - Aggregate characteristics

(shape, texture and structure)

Binder type & content

Mix design

Others - structural designs to carry loads



Heavy axle loads and higher pavement temperatures

contributes greatly towards rutting

Source: www.malvern.com



Effect of Wheel Loading Repetitions on Permanent Deformation

Profile (Eisenmann and Hilmer 1987)


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Description

Single Axle Weight (t)

Surat-Manor Road (NH-8) Delhi-Gurgaon Road

(NH-8)

Barwa Adda-Barakar

Road (NH-2)

Ahmedabad-

Mumbai

Mumbai-

Ahmedabad

Delhi-

Gurgaon

Gurgaon-

Delhi

Dhanbad-

Kolkata

Kolkata-

Dhanbad

Average (simple) 7.31 6.35 8.09 8.55 8.57 7.92

Average

(weighted)

7.80 6.86 9.10 9.57 9.68 8.77

Maximum 20.72 16.76 21.20 20.90 21.52 22.0

Proportion(% of

total axles) of

SAW >8T

37.37 25.98 44.33 44.32 42.37 35.68

Proportion(% of

total axles) of

SAW >10T

22.36 8.39 34.58 40.11 38.61 32.74

Table: SAW Distribution for 2 Axle Truck (Koul and Chakrabarti, 1998)


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Table: Max. and Min. Pavement Temperatures in India

Place LatitudePavement Temperature (C)

Minimum Maximum

Bangalore 12058'N 11.5 58.9

Thrivandrum 8028'N 18.7 56.7

Hyderabad 17027'N 9.3 64.4

Chennai 13004'N 17.3 63.7Mumbai 18054'N 15.4 59.7

Bhopal 23017'N 4.8 66.0

Ahmedabad 23004'N 6.4 67.2

Amritsar 31055'N -0.5 66.5Delhi 28050'N 1.8 66.6

Guwahati 26006'N 6.5 59.5

Shillong 25034'N 1.5 51.3


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Rutting from weak Bituminous mix

The type of rutting most concern to bituminous mixdesigners deformation in the bituminous layers (Plasticflow or Instability rutting)

Rutting results from the bituminous mix without enough

shear strength to resist repeated heavy loads

A weak mix will accumulate small, but permanentdeformations with each vehicle pass, eventually forming a rutcharacterized by a downward and lateral movement of the

mix

Rutting of a weak mix typically occurs during the summer


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Figure: Plastic flow or Instability Rutting

Figure: Consolidation Rutting


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Viscoelastoplastic behavior of Bituminous mix

Adequate and accurate characterization of bituminous mixbehavior is necessary in order to predict the pavementperformance realistically

Bituminous mix - Time, temperature and stress dependentmaterial

Bituminous Mix behavior varies from elastic and linear visco-elastic at low temperatures and/or fast loading rates tononlinear visco-elastic, visco-plastic and plastic at high

temperatures and/or slow loading rates


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Total Strain In the Mix

Total strain of Hot Mix Asphalt = recoverable and irrecoverablestrains, some of which are time-dependent and others are time-independent (Perl et al. 1983; Sides et al. 1985; Quintus, 1994)

The total strain - four components

total

= e

+ p

+ ve

+ vp

(1)

Where

total is the total strain

e is the elastic strain, which is recoverable and time independent

ve is the visco-elastic strain, which is recoverable and time dependent

p is the plastic strain, which is irrecoverable and time independent

vp is the visco-plastic strain, which is irrecoverable and time dependent


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Schematic Representation of the various strain components in

viscoelastoplastic Material in load/unload cycle


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Test Methods for Evaluating Rutting in Bituminous Mixes

Number of procedures and equipment are being used to

evaluate the rutting potential of HMA and on these areclassified into three groups as listed below (Zhang et al.2002):

Fundamental Tests:

1. Uniaxial and triaxial tests: unconfined (uniaxial) and

confined (triaxial) cylindrical specimens in creep,repeated loading, and strength tests

2. Shear tests:

Superpave Shear Tester - Shear Dynamic Modulus

Quasi-Direct Shear (Field Shear Test)

Superpave Shear Tester - Repeated Shear at Constant

Height Direct Shear Test

3. Diametral tests: cylindrical specimens for creep orrepeated loading test, strength test


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Empirical Tests

1. Marshall Test

2. Hveem Test

3. Corps of Engineering Gyratory Testing Machine4. Lateral Pressure Indicator

Simulative Tests

1. Full-scale/ Accelerated Pavement Tests

2. Laboratory Wheel-Tracking Tests

Test Methods for Evaluating Rutting in

Bituminous Mixes (Contd )


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Ideally, laboratory tests should simulate the field conditionsand correlate well with the observed field performance.

- However in practice this is not always the case

Stress conditions in a pavement - difficult to replicate theactual loading conditions of bituminous mix in thelaboratory using fundamental tests like static creep andtriaxial tests

Specificallystress reversal on the aggregate structure as avehicle wheel passes over it are extremely complex and

cannot be precisely calculated nor replicated in alaboratory test on a sample of bituminous mix

Test Methods for Evaluating Rutting in

Bituminous Mixes (Contd)


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Response of a flexible

pavement during trafficking by

uniform load P; successive

wheel positions A and B depictcyclic loading that results in

Tensile and compressive

strains in pavement


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The currently available wheel tracking devices are

imported, very expensive and difficult (costly) to

maintain

Transportation engineering section of Civil EngineeringDepartment, IIT, Kharagpur

Indigenously developed wheel tracking device

IIT KGP Rut Tester

Design and Fabrication of

IIT KGP Rut Tester


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IIT KGP Rut Tester


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It is a multi-functional wheel tracking device useful forevaluating rutting and stripping of bituminous mixes

The wheel load is measured by load cell and can be

applied up to 500 kg

Capable of varying the temperature from ambient to 70 C

Arrangement for inducing water for evaluating stripping

and moisture susceptibility of bituminous mixes.

Facility to test beam or cylindrical samples (laboratory

prepared samples using Superpave gyratory and Marshall

compacted specimens as well as field cores)

Salient Features of IIT KGP Rut Tester


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Salient Features of IIT KGP Rut Tester (Contd)

The conventional flexible pavement can be simulated

Facility to test the specimens in dry or wet conditions

Facility to test the specimens up to 20,000 wheel load

repetitions

Data acquisition using data acquisition software and

personal computer

Facility to operate both in manual and automated modes

Easy to operate and maintain


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Control panel


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Loaded wheel moving back andforth over the Marshall Specimen


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Rut developed on the Marshall

specimen during testing


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Output display in the Computer


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Finite Element Simulation Analysis of

Rutting Test in IIT KGP Rut Tester

In this study, commercially available three dimensional finiteelement software ANSYS 8.0 (ANSYS, 2003) is used

Features of the finite element model include:

Element type

Geometry model

Material model

Boundary conditions

Load model


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Element Type

Bituminous mix - modeled using SOLID 185 elementavailable in ANSYS element library.

Defined by eight nodes having three degrees of freedom ateach node: translations in the nodal x, y, and z directions.

Element - plasticity, hyperelasticity, stress stiffening, creep,large deflection, and large strain capabilities.

Mixed formulation capability for simulating deformations ofnearly incompressible elastoplastic materials, and fullyincompressible hyperelastic materials.


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Figure: SOLID185 Geometry


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In order to simulate the BPA test conditions, a three-

dimensional finite element mesh is generated to represent the

beam specimen of bituminous mix

Model consists of 300 mm long, 125 mm wide and 75 mm thick

Superpave gyratory compacted specimens, Marshall

Specimens and field cores also can be tested in the BPA

Finest mesh - used on the wheel path to capture more detailedinformation

Model geometry


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3-D finite element model consists of 1210 elements with 1584

nodes representing the symmetric part of the beam specimen

Model geometry(Contd)

Directions followed:

X-axis: along the width of mold (Transverse)Y-axis: along the depth of mold (Vertical)

Z-axis: along the length of mold (Longitudinal)

Sign Convention for Strains:

+ve: Tension-ve: compression


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3-D Finite Element Mesh representing

Symmetric Part of the Beam Specimen


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Creep model (time hardening form) used in this study can bewritten in the form of creep strain rate is

cr= C1C2tC3 (2)

Wherecr= creep strain rate

= uniaxial equivalent stress

t = total time

C1, C2 and C3 = parameters related to material

properties

Each bituminous mix will have unique set of these parameters

Material model (Contd)


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Material model (Contd)

Parameter C1 changes the intercept of the creep curvewithout changing the slope on log-log scale

Parameter C2 is associated with the contact pressure,

defines the stress function in the power law equation

Parameter C3 in the creep model defines the slope of thecreep curve on log-log scale


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Specimen mold - very stiff compared to the bituminous mix,

the mold is treated as rigid and the movement of nodes

along the perimeter of beam is restricted

Degree-of-freedom perpendicular to the perimeter is

restrained while the other two degrees of freedom are

considered free

Nodes located at the bottom are assumed fixed

Boundary conditions


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Loading Model

Step load function - Multiple loading steps are used to simulatethe moving wheel load

Duration of loading time - Calculated by dividing the length ofthe wheel print by wheel speed

Initially the load step - applied at the first set of elements andmoved longitudinally to the next set of elements in the wheelpath

When the load step - applied to the last set of elements, asingle wheel pass is complete


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Loading Model (Contd)

Loading step - reversed starting from the last set ofelements and moved toward the first set of elements

This completes one load cycle, which simulates themovement of loaded wheel back and forth over the testspecimen in the BPA

Load cycle can be repeated to achieve the desired numberof repetitions


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10 Load Repetitions


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Evaluation of Permanent Deformation Characteristics of Bituminous Mixes

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