A Method for Temperature Correction of HMA Dynamic Modulus

2012 ◽  
Vol 178-181 ◽  
pp. 1615-1618 ◽  
Author(s):  
Ya Li Ye ◽  
Chuan Yi Zhuang ◽  
Ren Feng Zhang
Keyword(s):  
Dynamic Modulus ◽  
Asphalt Mixture ◽  
Temperature Correction ◽  
Reference Temperature ◽  
Wheel Load ◽  
Pavement Deterioration ◽  
Design Guide ◽  
Falling Weight ◽  
Asphalt Concrete Pavement

HMA dynamic modulus is one of key inputs to the Mechanistic-Empirical Pavement Design Guide. In order to analyze and evaluate bearing capacity of asphalt concrete pavement and to determinate the rules of pavement deterioration of modulus of asphalt layer under repeated wheel load and ambient, temperature correction for HMA is applied to the modulus so as to compare them with the same temperature. In order to get temperature correction coefficients for HMS moduli, a method of temperature correction for HMA moduli was put forward. In this method, the specimen of asphalt mixture or HMA cores from in-situ pavements were tested by Superpave Simple Performance Tester(SPT), or falling weight deflection(FWD) was tested on the site of in-situ pavements. The correlation between HMA dynamic modulus and temperature was regressed, and then dynamic modulus regression model was put forward. Results show that exponential function was fitted to the data to determine and adjust the modulus to a reference temperature, the recommendation regression equation can reflect the features of asphalt mixture at the reference temperature.

scholarly journals Application of FWD data in developing dynamic modulus master curves of in-service asphalt layers

2017 ◽  
Vol 23 (5) ◽  
pp. 661-671 ◽  
Author(s):  
Nader SOLATIFAR ◽  
Amir KAVUSSI ◽  
Mojtaba ABBASGHORBANI ◽  
Henrikas SIVILEVIČIUS
Keyword(s):  
Dynamic Modulus ◽  
Master Curve ◽  
Asphalt Pavements ◽  
Falling Weight Deflectometer ◽  
Master Curves ◽  
Simple Method ◽  
High Frequencies ◽  
Design Guide ◽  
Falling Weight

This paper presents a simple method to determine dynamic modulus master curve of asphalt layers by con­ducting Falling Weight Deflectometer (FWD) for use in mechanistic-empirical rehabilitation. Ten new and rehabilitated in-service asphalt pavements with different physical characteristics were selected in Khuzestan and Kerman provinces in south of Iran. FWD testing was conducted on these pavements and core samples were taken. Witczak prediction model was used to predict dynamic modulus master curves from mix volumetric properties as well as the bitumen viscosity characteristics. Adjustments were made using FWD results and the in-situ dynamic modulus master curves were ob­tained. In order to evaluate the efficiency of the proposed method, the results were compared with those obtained by us­ing the developed procedure of the state-of-the-practice, Mechanistic-Empirical Pavement Design Guide (MEPDG). Re­sults showed the proposed method has several advantages over MEPDG including: (1) simplicity in directly constructing in-situ dynamic modulus master curve; (2) developing in-situ master curve in the same trend with the main predicted one; (3) covering the large differences between in-situ and predicted master curve in high frequencies; and (4) the value obtained for the in-situ dynamic modulus is the same as the value measured by the FWD for a corresponding frequency.

EVALUATION OF THE HIRSCH MODEL FOR DYNAMIC MODULUS ESTIMATION OF ASPHALT MIXTURES

2017 ◽  
Vol 4 (1) ◽  
Author(s):  
Hassan Malekzehtab ◽  
Hamid Nikraz
Keyword(s):  
Western Australia ◽  
Dynamic Modulus ◽  
Asphalt Mixture ◽  
Asphalt Mixtures ◽  
Recycled Asphalt ◽  
Asphalt Mixture Performance Tester ◽  
Comparison Of The Results ◽  
Asphalt Concrete Pavement ◽  
Cylindrical Samples ◽  
Do So

The dynamic modulus of the asphalt mixtures is an important factor in designing or analyzing an asphalt concrete pavement, but it is expensive and time consuming to measure. Therefore, it is important to develop a model to predict this value. In this regard, the Hirsch model is a popular model, however, it is developed based on a range of U.S. asphalt mixtures and standards. Therefore, it is not certain that it can be used for asphalt mixtures based on materials and codes other than U.S. This article investigated whether this model performs satisfactorily with two typical asphalt mixtures in Western Australia (WA) containing 0, 10, 20, and 30% of recycled asphalt pavement. To do so, cylindrical samples were made with materials and locally established standards in Western Australia and then tested in Asphalt Mixture Performance Tester (AMPT) machine to acquire their dynamic modulus and phase angle values in different loading frequencies (0.01 to 10 Hz) and temperatures (4 to 40°C). Meanwhile, the results are estimated by the Hirsch model using some properties of the mixture and binder. The properties of the binder in different test conditions are obtained using a dynamic shear rheometer. The comparison of the results showed that the dynamic modulus underestimation or overestimation error can reach to 50 and 280% respectively. Generally, this model did not perform well in this study.

Evaluation of Bonded Concrete Overlay of Asphalt under Accelerated Loading

2020 ◽  
pp. 036119812096138
Author(s):  
Moinul Mahdi ◽  
Zhong Wu ◽  
Tyson D. Rupnow
Keyword(s):  
Cost Effective ◽  
Loading Path ◽  
Portland Cement Concrete ◽  
Wheel Load ◽  
Aged Asphalt ◽  
Interface Bond Strength ◽  
Cost Effective Alternative ◽  
Bonded Concrete Overlay ◽  
Falling Weight

Bonded concrete overlay of asphalt (BCOA), previously known as ultra-thin whitetopping (UTW), has been widely used to repair aged asphalt concrete (AC) pavements with moderate distresses. Because of the increasing costs of roadway maintenance, Louisiana has a great interest in determining whether thin BCOA (usually 2–6 in.) is a suitable and cost-effective alternative to the current practice of roadway maintenance. The objective of the study was to evaluate the performance of BCOA pavement and to identify the influence of in-situ interface bond strength on the performance of BCOA pavements. Three full-scale BCOA test sections with thicknesses of 6 in., 4 in., and 2 in. of Portland cement concrete (PCC) over an aged asphalt pavement were tested under accelerated pavement test (APT) loading under typical pavement conditions in southern Louisiana. Each section was trafficking-loaded to a failure (i.e., all the slabs in the loading path were cracked) under alternating load magnitudes of 9 kips and 16 kips of the ATLaS dual-tire wheel load. A falling weight deflectometer (FWD) backcalculated the effective thickness, a trench-cutting investigation was undertaken, and in-situ pull-off test revealed that a good bond was established initially between the PCC and AC layer. Several non-destructive test (NDT) methods indicated that the distresses of a BCOA slab could be coupled with a possible debonding at the PCC-asphalt interface. This paper mainly focuses on the APT results and the performance of BCOA test sections with different overlay thickness.

scholarly journals Study on Structural Performance of Asphalt Concrete and Hot Rolled Sheet Through Viscoelastic Characterization

Materials ◽  
2020 ◽  
Vol 13 (5) ◽  
pp. 1133 ◽  
Author(s):  
Senja Rum Harnaeni ◽  
Florentina Pungky Pramesti ◽  
Arif Budiarto ◽  
Ary Setyawan ◽  
Muhammad Imran Khan ◽  
...  
Keyword(s):  
Phase Angle ◽  
Asphalt Concrete ◽  
Dynamic Modulus ◽  
Asphalt Mixture ◽  
Reference Temperature ◽  
Rolled Sheet ◽  
Loading Frequency ◽  
Master Curves ◽  
Viscoelastic Parameters ◽  
Hot Rolled

The aim of this study is to assess the viscoelastic parameters (i.e., phase angle and dynamic modulus) of asphalt concrete-wearing course (AC-WC) and hot rolled sheet-wearing course (HRS-WC) mixtures obtained from the dynamic modulus test. This study was accomplished in four stages: determining optimum asphalt content using Marshall mix design procedure, stability and flow parameters from Marshall test, viscoelastic parameters from dynamic modulus testing and finally the generation of dynamic modulus master curves at a reference temperature of 25 °C. The results showed that at the same temperature, the dynamic modulus of AC-WC and HRS-WC mixtures tended to increase with escalating the loading frequency, while dynamic modulus decreases with an increase in the test temperature at constant loading frequency. Furthermore, the dynamic modulus of the AC-WC mixture was recorded as 100% higher than the HRS-WC asphalt mixture. The phase angle, however, showed contradictory behavior with that shown in dynamic modulus. The phase angle of the AC-WC mixture and HRS-WC asphalt mixture showed almost the same behavior. Similarly, the dynamic modulus master curves of AC-WC and HRS-WC asphalt mixtures can be used to predict the dynamic modulus at the frequency range of 0.01 to 10 Hz and a reference temperature of 25 °C. The results were also used to evaluate the rutting and fatigue performance of AC-WC and HRS-WC.

scholarly journals The Application of Frequency-Temperature Superposition Principle for Back-Calculation of Falling Weight Deflectometer

2019 ◽  
Vol 10 (1) ◽  
pp. 132
Author(s):  
Jung-Chun Lai ◽  
Jung Liu ◽  
Chien-Wei Huang
Keyword(s):  
Evaluation Model ◽  
Superposition Principle ◽  
Test Site ◽  
Temperature Correction ◽  
Falling Weight Deflectometer ◽  
Temperature Superposition ◽  
Back Calculation ◽  
Falling Weight ◽  
Frequency Temperature

The falling weight deflectometer (FWD) is a widely used nondestructive test (NDT) device in pavement infrastructure. A FWD test measures the surface deflections subjected to an applied impact loading and the modulus of pavement layers can be determined by back-calculating the measured deflections. However, the modulus of asphalt layers is significantly influenced by temperature; hence, the temperature correction must be considered in back-calculation to evaluate the moduli of asphalt layers at a reference temperature. In addition, the in situ temperature at various pavement depths is difficult to measure. A model for evaluating the temperature at various depths must be established to estimate the in situ temperature of asphalt layers. This study collected the temperature data from a FWD test site to establish a temperature-evaluation model for various depths. The cored specimens from the test site were obtained to conduct dynamic modulus tests for asphalt layers. The FWD tests were applied at the FWD test site and the back-calculation was performed with temperature correction using the frequency-temperature superposition principle. The back-calculated moduli of asphalt layers were compared with the master curve of dynamic modulus to verify the application of the frequency-temperature superposition principle for FWD back-calculation. The results show that the proposed temperature-evaluation model can effectively evaluate the temperature at various depths of pavement. Moreover, the frequency-temperature superposition principle can be effectively employed to conduct temperature correction for FWD back-calculation.

Integrating the Dynamic Modulus of Asphalt Mixes in the 1993 AASHTO Design Method

2017 ◽  
Vol 2640 (1) ◽  
pp. 29-40 ◽  
Author(s):  
Yara S. Hamdar ◽  
Ghassan R. Chehab
Keyword(s):  
Dynamic Modulus ◽  
Resilient Modulus ◽  
Design Method ◽  
Asphalt Mixture ◽  
Base Layer ◽  
Asphalt Mixes ◽  
Design Guide ◽  
Abstract Measure ◽  
Pavement Structures ◽  
Structural Coefficient

The AASHTO Guide for Design of Pavement Structures 1993 (1993 Design Guide) remains the most widely used pavement design manual by highway agencies and design consultants around the world. As defined in the 1993 Design Guide, the structural coefficient of a pavement layer ( ai) is an abstract measure of the relative ability of a unit thickness of a given material to function as a structural component of the pavement. Nevertheless, the assumed ai values of the asphalt layers and a proposed relationship between ai and the resilient modulus do not account for the mechanical and physical properties of asphalt materials, traffic volume and speed, layer thicknesses (thin versus thick pavements), climate, and unbound layer properties. The purpose of this research was to enhance the design methodology incorporated in the 1993 Design Guide by integrating asphalt mixture properties in the design process. The objective was to devise a relationship between the structural coefficient ( ai) of the asphalt layer and the effective dynamic modulus (|E*|eff.) of the corresponding asphalt mix to yield a more realistic estimate of the structural capacity of the asphalt layer. The paper illustrates the development of a multilinear relationship between ai, (|E*|eff.), and the resilient modulus of the aggregate base layer. Pavement structural designs for various asphalt mixes and design inputs using the developed ai–(|E*|eff.) relationship yielded asphalt layer thicknesses that were generally smaller than those obtained using the typical ai value of 0.44 for the asphalt layer and closer to thicknesses obtained with the AASHTO mechanistic–empirical design method using the Pavement ME software.

scholarly journals Study on dynamic modulus of asphalt mixture in cold regionunder rotary accelerated loading

2021 ◽  
Vol 248 ◽  
pp. 01038
Author(s):  
Li Zhu ◽  
Jin Li ◽  
Miaozhang Yu ◽  
Di Dong ◽  
Xinzhuang Cui
Keyword(s):  
Low Temperature ◽  
Performance Optimization ◽  
Dynamic Modulus ◽  
Mechanical Response ◽  
Asphalt Pavement ◽  
Asphalt Mixture ◽  
Modulus Ratio ◽  
Wheel Load ◽  
Cold Regions

In order to study the evolution law of mechanical properties of asphalt pavement mixture in cold regions under long-term load, the rotary accelerated loading equipment was used to carry out a total of 500,000 accelerated loading tests on the full-scale pavement, and the dynamic modulus test of the mixture before and after wheel load was carried out respectively. The master curve of dynamic modulus and dynamic modulus ratio (dynamic modulus value after wheel load / dynamic modulus value before wheel load) of the mixture at -20ºC were established to predict the long-term mechanical response of the mixture at low temperature. The results show that: low-frequency (or high temperature) has a more significant effect on the viscoelastic properties of the asphalt mixture. In the conversion frequency range of 1.6×10–3~1.6×102 Hz, the dynamic modulus ratio decreases with the increase of frequency, and the maximum ratio is 0.62 when the frequency is 1.6×10–3 Hz, which indicates that the high frequency (low temperature) has little effect on the performance of asphalt mixture. This study can be used as a theoretical reference for the structural design and performance optimization of asphalt pavement in cold regions.

Implementing the Mechanistic–Empirical Design Guide Procedure for a Hot-Mix Asphalt–Rehabilitated Pavement in Indiana

2005 ◽  
Vol 1919 (1) ◽  
pp. 121-133 ◽  
Author(s):  
Khaled A. Galal ◽  
Ghassan R. Chehab
Keyword(s):  
Hot Mix Asphalt ◽  
Pavement Design ◽  
Design Parameters ◽  
Design Procedures ◽  
Design Concepts ◽  
Asphalt Overlay ◽  
Design Guide ◽  
Strategic Goals ◽  
And Performance

One of the Indiana Department of Transportation's (INDOT's) strategic goals is to improve its pavement design procedures. This goal can be accomplished by fully implementing the 2002 mechanistic–empirical (M-E) pavement design guide (M-E PDG) once it is approved by AASHTO. The release of the M-E PDG software has provided a unique opportunity for INDOT engineers to evaluate, calibrate, and validate the new M-E design process. A continuously reinforced concrete pavement on I-65 was rubblized and overlaid with a 13–in.-thick hot-mix asphalt overlay in 1994. The availability of the structural design, material properties, and climatic and traffic conditions, in addition to the availability of performance data, provided a unique opportunity for comparing the predicted performance of this section using the M-E procedure with the in situ performance; calibration efforts were conducted subsequently. The 1993 design of this pavement section was compared with the 2002 M-E design, and performance was predicted with the same design inputs. In addition, design levels and inputs were varied to achieve the following: ( a) assess the functionality of the M-E PDG software and the feasibility of applying M-E design concepts for structural pavement design of Indiana roadways, ( b) determine the sensitivity of the design parameters and the input levels most critical to the M-E PDG predicted distresses and their impact on the implementation strategy that would be recommended to INDOT, and ( c) evaluate the rubblization technique that was implemented on the I-65 pavement section.

scholarly journals Dynamic Modulus Prediction of a High-Modulus Asphalt Mixture

2021 ◽  
Vol 2021 ◽  
pp. 1-10
Author(s):  
Chaohui Wang ◽  
Songyuan Tan ◽  
Qian Chen ◽  
Jiguo Han ◽  
Liang Song ◽  
...  
Keyword(s):  
Neural Network ◽  
Prediction Model ◽  
Multiple Regression ◽  
Dynamic Modulus ◽  
Prediction Error ◽  
Prediction Models ◽  
Asphalt Mixture ◽  
High Modulus ◽  
Output Stability ◽  
Svm Model

Dynamic modulus is a key evaluation index of the high-modulus asphalt mixture, but it is relatively difficult to test and collect its data. The purpose is to achieve the accurate prediction of the dynamic modulus of the high-modulus asphalt mixture and further optimize the design process of the high-modulus asphalt mixture. Five high-temperature performance indexes of high-modulus asphalt and its mixture were selected. The correlation between the above five indexes and the dynamic modulus of the high-modulus asphalt mixture was analyzed. On this basis, the dynamic modulus prediction models of the high-modulus asphalt mixture based on small sample data were established by multiple regression, general regression neural network (GRNN), and support vector machine (SVM) neural network. According to parameter adjustment and cross-validation, the output stability and accuracy of different prediction models were compared and evaluated. The most effective prediction model was recommended. The results show that the SVM model has more significant prediction accuracy and output stability than the multiple regression model and the GRNN model. Its prediction error was 0.98–9.71%. Compared with the other two models, the prediction error of the SVM model declined by 0.50–11.96% and 3.76–13.44%. The SVM neural network was recommended as the dynamic modulus prediction model of the high-modulus asphalt mixture.

Experimental Analysis of Dynamic Modulus and Phase Angle of High Modulus Asphalt Mixture

2011 ◽  
Vol 243-249 ◽  
pp. 4220-4225
Author(s):  
Rui Bo Ren ◽  
Li Tao Geng ◽  
Li Zhi Wang ◽  
Peng Wang
Keyword(s):  
Phase Angle ◽  
Dynamic Modulus ◽  
Asphalt Mixture ◽  
Performance Testing ◽  
Asphalt Mixtures ◽  
Testing System ◽  
High Modulus ◽  
Temperature Performance ◽  
Different Temperatures ◽  
Confining Pressures

To study the mechanical properties of high modulus asphalt mixtures, dynamic modulus and phase angle of these two mixtures are tested with Simple Performance Testing System under different temperatures, loading frequencies and confining pressures. Testing results show the superiority of high modulus asphalt mixture in aspect of high temperature performance. Furthermore, the changing rules of dynamic modulus and phase angle are also discussed.

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