The International Journal of Pavement Engineering and Asphalt Technology (PEAT) ISSN 1464-8164.

Volume: 15, Issue: 1, May 2014, pp.11-19

COMPARATIVE STRUCTURAL ANALYSIS OF FLEXIBLE

PAVEMENTS USING FINITE ELEMENT METHOD
Ankit Gupta, Assistant Professor, Department of Civil Engineering, NIT Hamirpur, India. Email:
[email protected]
Abhinav Kumar, Former Graduate Student, Department of Civil Engineering, NIT Hamirpur, India.
Email: [email protected]

doi: 10.2478/ijpeat-2013-0005

ABSTRACT

The evaluation of bituminous concrete mixes for their tendency to rutting has been an
important research field for many years. Rutting is a major type of distress
encountered in bituminous pavements. The Finite Element Method (FEM) is a
numerical analysis technique to obtain various structural parameters such as stress,
strain and deflection of pavement layers. The objective of this paper is to study the
sensitivity of these variables in reducing the vertical surface deflections, the critical
tensile strains at the bottom of the bitumen layer and the critical compressive strains
on the top of subgrade using the finite element method. This study has been carried
out in order to compare the performance of flexible pavement using the finite element
method and KENLAYER. Vertical surface deflections in flexible pavements have
always been a major concern and are used as a criterion for pavement design. It is
desirable to reduce the deflections as much as possible. This paper deals with ways to
reduce deflections by varying the design configuration, such as increasing the Hot
Mix Asphalt (HMA) modulus, the base modulus, sub base modulus and the subgrade
modulus. Another objective of the present study is to investigate the effectiveness of
two different methods in reducing vertical surface deflections (wo) and the critical
tensile strains in the bitumen layer (εt) or the radial strains at the bottom layer of
HMA. The finite element method was adopted to evaluate the effectiveness of the two
methods and the sensitivity of various factors.

Keywords: Flexible pavement, Finite element, Vertical surface deflection, Pavement

modulus, Poisson’s ratio

1. INTRODUCTION

Structural analysis in pavements has been greatly developed since the initial studies
carried out by Boussinesq in which soils were modeled as a linear-elastic material
(Boussinesq, 1885). Boussinesq’s theory was then extended to multilayer elastic
models due to the work of Burmister (Burmister, 1945) and Schiffman (Schiffman,
1962). Rutting is caused by the accumulation of permanent deformation in all
pavement layers under repetitive traffic loading.

Among the contributors of rut depth in the different pavement layers, the cumulative
permanent deformation in the surface course of bituminous pavement is known to be
responsible for a major portion of the final rut depth measured on the pavement
surface. Thus, rutting occurs only on flexible pavements, as indicated by the
permanent deformation or rut depth along the wheel paths. The width and depth of the

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Volume: 15, Issue: 1, May 2014, pp.11-19

rut are widely affected by structural characteristics of the pavement layers (thickness
and material quality), traffic loads and environmental conditions (Huang, 1993). The
numerical analysis of the pavement layer is based on the finite element method
(FEM). Figure 1 represents a cross section of a basic modern pavement system,
showing its major components.

Figure 1: Basic components of a typical pavement system

This paper deals with different possible ways to reduce vertical surface deflection by
varying the design configuration (input parameters), such as increasing hot mix
asphalt (bitumen) modulus, the base modulus, the sub-base modulus and the subgrade
modulus. The primary objective of this study is to analyze the sensitivity of the layer
modulus variables in reducing the surface deflection and the soil stress in flexible
pavement.

Rutting due to permanent deformation is considered one of the most serious distress
mechanisms in bituminous pavements. It leads to traffic hazards by affecting vehicle
steering. Furthermore, an impervious road surface will trap water, snow and ice that
cause hydroplaning and loss of friction. Longitudinal cracks sometimes occur in deep
ruts where they drain free water into the underlying pavement layers, thereby
increasing the deterioration rate. The factors affecting permanent deformations can be
divided into traffic loading, material properties and climatic conditions. Modeling is a
valuable tool used for pavement design and residue assessment. The first pavement
deterioration models were entirely empirical but mechanistic principles have been
introduced in recent years (Gupta et al., 2014).

We have employed the ANSYS version 11 and the KENLAYER programs/software

packages for the purpose of modeling and analysis of the flexible pavement subjected
to repetitive wheel load. ANSYS is a finite element numerical technique and a
mechanistic approach analysis, while KENLAYER is an empirical analysis technique
for pavements. The finite element method, its practical application often known as
finite element analysis (FEA) is a numerical technique for finding approximate
solutions to Partial Differential Equations (PDE) and their systems. FEM is a special
case of the more general Galerkin method with polynomial approximation functions.
The solution approach is based on eliminating the spatial derivatives from the PDE.
This approximates the PDE with a system of algebraic equations for steady state
problems and a system of ordinary differential equations for transient problems. These
equation systems are linear if the underlying PDE is linear, and vice versa. Algebraic
equation systems are solved using numerical linear algebra methods. Ordinary

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Volume: 15, Issue: 1, May 2014, pp.11-19

differential equations that arise in transient problems are then numerically integrated
using standard techniques such as the Euler's method or the Runga-Kutta method.
Premature failure in flexible pavement has long been a problem in many roads with
the large increase in truck axle load. To fully utilize each pavement material in a cost-
efficient manner, a pavement should generally have a design, striking a reasonable
balance between the rutting and fatigue modes of distress. The purpose of this paper is
to develop an approach for achieving an economic, balanced and quality based
evaluation of the various components of the flexible pavement. The methodology is
based on the damage analysis concept which has been performed to evaluate rutting
on different pavement moduli and Poisson’s ratio by using the ANSYS and
KENLAYER programs.

There are various modes of failure of flexible pavement. Flexible pavement is

constructed always bearing in mind its durability, and surface skid resistance under in-
service conditions. Further it is expected to exhibit minimum possible cracking and
rutting in flexible pavement layers. Large stresses and strains are produced with
thicker layers carrying higher flexural stress than thinner layers, while subjected to
large and more concentrated loads. The increased rutting or decreased fatigue life of
the flexible pavement may be attributed to the shortcomings of the application of the
flexible pavement analysis and the lack of attention to identify the pavement
components which aid in achieving a balanced section which renders equal pavement
lives with respect to rutting and fatigue. The use of FEM model through ANSYS
allows the model to accommodate the load dependent stiffness of the granular and
subgrade materials, although most of the models still use linear elastic theory as
constitutive relationship.

Figure 2: Load distribution along various layers

In the analysis of flexible pavement, axle loads on the surface of the pavement
produce two different types of strains which are believed to be most critical for design
purposes. These are the horizontal tensile strains; εt at the bottom of the bitumen layer,
and the vertical compressive strain; εc at the top of the subgrade layer. If the horizontal
tensile strain εt is excessive, cracking of the surface layer will occur and the pavement
will fail due to fatigue. If the vertical compressive strain εc is excessive, permanent
deformations are observed at the surface of the pavement structure (from overloading
the subgrade) and pavement fails due to rutting.

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Figure 3: Failure modes and critical strains

1.1 Rutting Failure Criteria

The relationship between rutting failure and compressive strain at the top of subgrade
material has been investigated and definitions suggested by various institutions,
organizations and individual researchers depending upon the varying load application
and pavement material characteristics. The present study employs a model suggested
by the Asphalt Institute (Asphalt Institute, 1982), which can be stated as follows:

Nr = 1.365×10-9(1/ εc)4.477 (1)

where
Nr = number of load repetitions to limit rutting
εc = vertical compressive strain at the top of the subgrade

2. LITERATURE REVIEW

Abed and Al-Azzawi (2012) concluded that the stress level decreased by 14% in the
leveling course and 27% in the base course, while the rut depth increased by 12% and
28 % in those respective layers because the material properties had been changed. The
modulus of elasticity for surface layer was taken as 2689 N/mm2 whereas for base
course was taken as 1655 N/mm2. Oscarsson and Popescu (2011) concluded that the
results from the semi-rigid pavement section indicated that shear stress and elastic
shear strain may be difficult to relate to flow rutting in very stiff pavement sections.

3. METHODOLGY

A typical cross section consists of a bituminous layer with thickness d1 = 100 mm and
elastic modulus of E1 = 229.8 MPa, a base layer with thickness d2 = 300 mm and
elastic modulus E2 = 114.9 MPa, and a sub base layer with thickness d3 = 300 mm and
elastic modulus E3 =46 MPa, resting on a subgrade with modulus of elasticity E4 =
5.74 MPa. This is regarded as a section with reference components. Different likely
cross sections that may be used in Indian Roads are considered for analysis through
varying the reference components. In other words, E1 is varied from 229.8 to 1149
MPa, while E2 from 114.9 to 1200 MPa and E3 from 46 to 1100 MPa and E4 from
5.74 to 200 MPa. Materials in each layer are characterized by a modulus of elasticity
(E) and a Poisson’s ratio (ѵ). Poisson’s ratio (ѵ), the values of 0.35, 0.30, 0.30 and
0.40 are considered for bituminous layer, base course, sub base layer and subgrade,
respectively. Traffic is expressed in terms of repetitions of single axle load 18-kip

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applied to the pavement on two sets of dual tires. The studied contact pressure is 0.70
MPa. The dual tire is approximated by two circular plates with a radius of 100 mm
and spaced at 350 mm center to center. The detrimental effects of axle load and tire
pressure on various pavement sections are examined by computing the tensile strain
(εt) at the bottom of the bituminous layer and the compressive strain (εc) at the top of
the subgrade. Subsequently a damage analysis is carried out using the two critical
strains to compute pavement life for permanent deformation (rutting). A sensitivity
analysis demonstrates the effect of various parameters on flexible pavement. The
analysis is performed using the finite element computer package ANSYS. The results
indicate that displacements under loading are the closest to mechanistic methods. A
research study is then undertaken to incorporate the realistic material properties of the
pavement layers and the moving traffic load, in the analysis of the flexible pavement,
employing the FEM. For comparison purposes, a flexible pavement is conventionally
taken as a multilayered elastic system in the analysis of pavement response, using
KENLAYER.

As with models for the prediction of resilient response, there are a large number of
models that have been proposed to represent the Permanent Deformation (PD) of
granular materials. These models appear to be either based on observed performance
or are expressed as a function of the number of load applications/cycles and the
applied stress state. Duncan and Chang (1970) proposed a hyperbolic model for
predicting plastic strains from triaxial tests as a function of confining and deviator
stresses, cohesion, the angle of internal friction and a ratio of compressive strength to
an asymptotic stress difference. Well-known geotechnical models of this type are the
Cam-Clay (Schofield and Wroth, 1968) and Drucker-Prager (Drucker and Prager,
1952) models. The Mechano-Lattice (ML) method of analysis (Yandell, 1971),
determines the elastic and plastic response of the system, as a wheel rolls across the
surface of the model. The pavement structure is modeled as a series of springs in a
lattice framework. The observation that, after repeated load triaxial testing that
materials have a higher secant modulus on unloading than loading is used to develop
the plastic strains within the structure. The plastic strains predicted by the ML method
are comparable to the measured plastic strains/ruts. Table 1 shows the typical
pavement material properties. The material properties are shown on Table 2. A total
of 17 cases were analyzed. The finite element mesh is shown on Figure 4. This
analysis is based on the assumption that all layers are linearly elastic, although HMA
layers are viscoelastic and base layers are nonlinear elastics. Analysis of the pavement
model in ANSYS has been carried out with the help of the Drucker-Prager method
and regular hexagonal meshing has been used in order to analyze the pavement model
at every tiny, infinitesimal element.

As far as the boundary conditions of the pavement are concerned, the subgrade layer
has its displacements completely restrained. The sides of the pavement model have no
restraints in vertical direction but they are completely restrained over the other two
possible displacements, as illustrated on Figure 5. The procedure is performed once
the tires have been placed on the bituminous surface. In the contact discretization, the
bituminous surface is defined as the master surface, whereas the tire surfaces in
contact with the bituminous surface are defined as slave surfaces. Subsequently the
simulation is performed and in the equilibrium configuration the results lead to the
correct phenomenon.

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Figure 4: Loading arrangement and meshing

Figure 5: Boundary condition

Table 1: Pavement material properties

Material E (MPa) Poisson’s ratio Unit weight (Kg/m3)
Bituminous surface 229.8 0.35 2400
Soil aggregate base layer 114.9 0.30 2300
Sub base layer 46 0.30 2250
Subgrade layer 5.74 0.40 1800

Table 2: Pavement material modulus range used in analysis

Material E (MPa) Poisson’s ratio
Bituminous surface 229.8 to 1149 0.35
Soil aggregate base layer 114.9 to 1200 0.30
Sub base layer 46 to 1100 0.30
Subgrade layer 5.74 to 200 0.40

4. EFFECT OF LAYER MODULUS

This study has been carried out in order to compare flexible pavement performance
using FEM and KENLAYER computer programs, respectively. Comparison of the
output has been made to determine the governing distress and deterioration models.
Table 3 shows the variation of input parameters in the analysis and Figures 6-9 shows
the comparative contour plot for the vertical strain of FEM and KENLAYER,
respectively. As observed on Figures 6-9, the vertical deflection reduces as the
modulus increases at all values of E. It is also noteworthy that, w0 exhibits no
sensitivity with respect to the variation of E1, as opposed to E2, E3 and E4. The
investigated pavement components are elasticity moduli (E1, E2, E3 and E4) for the
bituminous layer, base layer, sub base layer and the subgrade elasticity modulus,
respectively. The results of pavement analysis showed that E4 are the key elements
which control the equilibrium between fatigue and rutting lives (Nf and Nr,
respectively). This is the case because increasing E4 sharply increases Nr, and does not
affect Nf. The study also concluded that by increasing E3, E2 and E1, Nf and Nr mildly
increase. Therefore, it may be stated that E4 is the most effective component in

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pavement structure for increasing pavement life, followed by E3 (high-quality sub-

base).

Table 3: Variation of input parameters in analysis

CASE E1 (Pa) E2 (Pa) E3 (Pa) E4 (Pa)
1 229800,000 114900,000 45960,000 5745,000
2 459600,000 114900,000 45960,000 5745,000
3 689400,000 114900,000 45960,000 5745,000
4 919200,000 114900,000 45960,000 5745,000
5 1149000,000 114900,000 45960,000 5745,000
6 229800,000 229800,000 45960,000 5745,000
7 229800,000 344700,000 45960,000 5745,000
8 229800,000 459600,000 45960,000 5745,000
9 229800,000 850000,000 45960,000 5745,000
10 229800,000 1200000,000 45960,000 5745,000
11 229800,000 114900,000 91920,000 5745,000
12 229800,000 114900,000 183840,000 5745,000
13 229800,000 114900,000 1100000,000 5745,000
14 229800,000 114900,000 45960,000 17235,000
15 229800,000 114900,000 45960,000 34470,000
16 229800,000 114900,000 45960,000 68940,000
17 229800,000 114900,000 45960,000 200000,000

Figure 6: Effect of surface modulus on Figure 7: Effect of WMM modulus on

vertical deflection vertical deflection

Figure 8: Effect of GSB modulus on Figure 9: Effect of subgrade modulus

vertical deflection on vertical deflection

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5. CONCLUSIONS

 KENLAYER can be used to predict the performance of flexible pavement

more easily and efficiently since it is more user-friendly.

 Subgrade modulus is the key element which controls the excess vertical
surface deflection in flexible pavement. Hence, more efforts are required for
achieving high value of subgrade modulus as compared to other top layers of
pavement.

 Base course and surface layer modulus have minor effects on the excess
vertical surface deflection in flexible pavement.

 The design obtained from FEM and KENLAYER analysis is different for the
corresponding modulus. However, there are discrepancies in the results
obtained from the KENLAYER program. Although the pavement structure
was assumed to be linear elastic, calculated maximum vertical deflections are
lower than the corresponding results obtained from FEM analysis.

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REFERENCES

Abed, A.H., and Al-Azzawi, A.A. (2012), “Evaluation of Rutting Depth in Flexible
Pavements by Using Finite Element Analysis and Local Empirical Model”, American
Journal of Engineering and Applied Sciences, Vol. 5, No. 2, pp. 163-169.

Asphalt Institute (1982). Research and Development of Asphalt Institute’s Thickness

Design Manual. 9th Ed., Research Report 82-2, The Asphalt Institute.

Boussinesq, J. (1885), “Application des potentiels á l'étude de l'équilibre et du

movement des solidesélastique”, Paris: Gauthier-Villard.

Burmister, D.M. (1945), “The General Theory of Stresses and Displacements in

Layered Soil Systems”, Journal of Applied Physics. Vol. 16, pp. 89-94, 126-127, 296-
302.

Duncan, J.M., and Chang, C.Y., (1970), "Nonlinear Analysis of Stress and Strain in
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Drucker D.C., and Prager, W., (1952), "Soil Mechanics and Plastic Analysis of Limit
Design", Quarterly, Applied Mathematics, Vol.10, No.2, pp. 157-164.

Gupta, A., Kumar, P., and Rastogi, R. (2014), “Critical Review of Flexible Pavement
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Huang Y.H., (1993), “Pavement Analysis and Design”, Englewood Cliffs, New
Jersey, Prentice-Hall.

Oscarsson, E., and Popescu, L., (2011), “Evaluation of the CalME Permanent
Deformation Model for Asphalt Concrete Layers”, International Journal of Pavement
Research Technology, Vol. 4, No. 1, pp. 21-33.

Schiffman, R.L. (1962), “General Solution of Stresses and Displacements in Layered

Elastic Systems”, Proceeding of International Conference on the Structural Design of
Asphalt Pavement, University of Michigan, Ann Arbor, Michigan, USA.

Schofield, A.N., and Wroth, C.P., (1968), Critical State Soil Mechanics, McGraw
Hill, London.

Yandell, W.O. (1971), “Prediction of the Behavior of Elastoplastic Roads During

Repeated Rolling Using the Mechano-Lattice Analogy”, Highway Research Record,
Highway Research Board, No. 374, pp. 29-41.

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