Energy-based crack initiation model for load-related top-down cracking in asphalt pavement

2018 ◽  
Vol 159 ◽  
pp. 587-597 ◽  
Author(s):  
Fan Gu ◽  
Xue Luo ◽  
Randy C. West ◽  
Adam J. Taylor ◽  
Nathan D. Moore
Keyword(s):  
Crack Initiation ◽  
Asphalt Pavement ◽  
Top Down

Asphalt pavement unified mechanical potential damage model for top-down cracks and rutting distress

2021 ◽  
pp. 188-193
Author(s):  
Song Jian ◽  
Shi Jiangtao ◽  
Wang He ◽  
Li Xiaojun*
Keyword(s):  
Asphalt Pavement ◽  
Damage Model ◽  
Top Down ◽  
Potential Damage

Study on Compound Type Crack Propagation Behavior of Asphalt Concrete

2006 ◽  
Vol 324-325 ◽  
pp. 759-762 ◽  
Author(s):  
Tao Xie ◽  
Yan Jun Qiu ◽  
Ze Zhong Jiang ◽  
Chang Fa Al
Keyword(s):  
Crack Initiation ◽  
Crack Propagation ◽  
Asphalt Concrete ◽  
Asphalt Pavement ◽  
Traffic Load ◽  
Numerical Code ◽  
Three Point Bending ◽  
Propagation Behavior ◽  
Compound Type ◽  
Crack Propagation Behavior

The furthest dangerous cracking type of asphalt pavement is usually considered of the simplex type crack(namely shear crack) under traffic load, but the so-called type crack should be the compound cracking at the concurrence of I type crack (namely splay crack) and type crack. In order to study the compound type crack propagation behavior of asphalt concrete, a three point bending beam with compound type notched has been designed. Asymmetry-gap small girder specimens of asphalt concrete are adopted in the test, and the central testing equipment is MTS. A series of compound type three point bending beam tests have been performed to simulate compound type crack initiation and growth. The propagation of compound type crack is studied by a newly developed numerical code, Rock Failure Process Analysis (RFPA2D).it is shown that the crack initiation angle and the peak load increased as the distance of the preexisting crack from the midpoint of the beam increased, the crack propagation path follows some regularity in general and the main force of crack propagation is still tensile stress. Through this work, the understanding of the mechanism about damage and early destroy of asphalt pavement can be advanced and it can provide guidance for asphalt pavement design and maintenance.

Investigation of mechanisms of top-down fatigue cracking of asphalt pavement

2017 ◽  
Vol 19 (6) ◽  
pp. 1436-1447 ◽  
Author(s):  
Yanqing Zhao ◽  
Mohsen Alae ◽  
Guozhi Fu
Keyword(s):  
Asphalt Pavement ◽  
Fatigue Cracking ◽  
Top Down

Cracking Resistance Characterization of Asphalt Concrete Containing Reclaimed Asphalt Pavement at Intermediate Temperatures

2017 ◽  
Vol 2633 (1) ◽  
pp. 46-57 ◽  
Author(s):  
Zhou Zhou ◽  
Xingyu Gu ◽  
Fujian Ni ◽  
Qiang Li ◽  
Xiang Ma
Keyword(s):  
Crack Initiation ◽  
Fracture Energy ◽  
Asphalt Concrete ◽  
Asphalt Pavement ◽  
Image Correlation ◽  
Reclaimed Asphalt Pavement ◽  
Cracking Resistance ◽  
Initiation Energy ◽  
Reclaimed Asphalt ◽  
Cumulative Rate

The cracking resistance of asphalt concrete (AC) that contains reclaimed asphalt pavement (RAP) was evaluated in this study with a fracture energy approach. Monotonic and cyclic semicircular bending (SCB) tests were performed with the digital image correlation to correlate crack length with fracture energy. Five types of AC that contained various RAP content (0%, 15%, 30%, 40%, 50%) were evaluated at two intermediate temperatures (15°C and 25°C). On the basis of the relationship between fracture energy and crack extension length, several performance indicators for cracking were proposed: fracture energy and crack initiation energy in monotonic and cyclic SCB tests, an energy cumulative rate in monotonic SCB tests, a fatigue accumulation index (FAI), a fracture energy index, and the slope of the crack steady propagation stage (SOCSP) in cyclic SCB tests. The effects of the RAP content on these indicators were investigated. It was observed from the test results that RAP reduced the fracture energy and crack initiation energy in the monotonic and the cyclic SCB tests. RAP led to a lower energy cumulative rate than an AC mix without RAP in the monotonic SCB tests. Similarly, the FAI and SOCSP values were found to decrease with an increase in RAP content in the cyclic SCB tests. These results indicated that, in general, the addition of RAP reduced the cracking resistance at intermediate temperatures.

Influence Analysis of Crack Depth and Position on Asphalt Pavement Structure with 3D Finite Element

2012 ◽  
Vol 450-451 ◽  
pp. 267-272 ◽  
Author(s):  
Peng Wang ◽  
Can Cui
Keyword(s):  
Finite Element ◽  
Shear Stress ◽  
Shear Strength ◽  
Surface Layer ◽  
Tensile Stress ◽  
Asphalt Pavement ◽  
Top Down ◽  
Eccentric Load ◽  
3D Finite Element ◽  
Pavement Structure

In recent years the research on Surface-initiated longitudinal cracking along wheelpath (or Top-Down cracking) is become a fresh hotspot in the field of pavement damage focused by international asphalt pavement engineering.Because the traditional load is the vertical surface load with uniform tire pressure, this loading is applied at only one position and no effort is made to distinguish between tire pattern.The traditional method can’t explain the mechanism of the top-down cracking. In order to discuss the mechanism of TDC, this paper establish a 3D finite element model of semi-rigid pavement structure and use the large finite element software Abaqus. The analysis shows that, in the crack beginning stage, the main tensile stress appears under the center of the load on the sub-base of the pavement,and its value increases with the time. When cracks appear in the base, the position of the main tensile stress appears at the bottom of the surface layer, under the outside edge of wheel path. The value of the main shear stress increases at the stage of the cracks beginning, but the increase is small. The value of the main shear stress decreases when the cracks appear in the middle of the surface layer, and the position of the main shear stress changes with the depth of the cracks. With the increase of the cracks’ depth, the adverse influence of the shear stress becomes weaker and weaker.So the key of controlling the cracks in the surface layer is prevention. To prevent the development of the cracks, the tensile strength of the layer’s material should be enhanced in any way. The stress and its value resulted from the vehicle loaded on the structure layer is bigger than the other cases when the position of the cracks is at the edge of wheel path, and the stress is much bigger than the shear strength and the fracture toughness of the material of the layer. As the shear strength of the material is not enough, the vertical cracks are easier to appear at the edge of wheel path under the load of the vertical. Once it appearing, the cracks will extended into the layer because of the load of vertical. Eccentric load generates greater stress in the structure than the load loaded upright. In fact, though, non-channeling can reduce the appearance of the tracks, eccentric load enhance the development of the cracks in the surface because of the existence of the cracks in the surface layer.

scholarly journals Evaluation of top-down crack propagation in asphalt pavement under dual tire loading

2019 ◽  
Vol 46 (8) ◽  
pp. 704-711
Author(s):  
Mohsen Alae ◽  
Hamzeh F. Haghshenas ◽  
Yanqing Zhao
Keyword(s):  
Asphalt Concrete ◽  
Asphalt Pavement ◽  
Propagation Rate ◽  
Base Layer ◽  
Major Type ◽  
Fracture Mechanisms ◽  
Top Down ◽  
Pavement Distress ◽  
Paris Law

Top-down cracking (TDC) has been recognized worldwide and is regarded as a major type of asphalt pavement distress. In this study, fracture mechanisms behind the TDC propagation and fatigue life of pavements were investigated under dual tire loads using finite element (FE) analysis. By considering the most influencing factors on TDC propagation, stress intensity factors (SIF), including KI and KII, were calculated at critical transverse locations. According to Modes I and II SIF, a greater SIF indicates a faster rate of TDC propagation. The SIF results indicated that considering temperature gradient in asphalt concrete (AC) layer is necessary in determination of critical SIF, and KI and KII are not distributed uniformly within the AC depth. In addition, TDC growth rate significantly depends on AC thickness and base layer type. Finally, the number of load repetitions for TDC propagation rate at different transverse locations is predicted based on Paris’ law equation.

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