EFFECT OF TEMPERATURE ON PAVEMENT

FRACTURE PERFORMANCE
PROJECT DESCRIPTION 1

submitted to
Dr. Denis Jelagin
AH2905 - Advanced Pavement Engineering Analysis and Design
October 14, 2014

by
Octavian Babiuc
Ali Taher

Table of Contents
1 Introduction

2 Methods

2.1

Geometry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.2

Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.2.1

Subgrade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.2.2

Sub-base . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.2.3

Road base . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.2.4

Bituminouse layer . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.3

Solid Mechanics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.4

Heat Transfer in Solids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

2.5

Study scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

3 Results

14

3.1

Bottom - up cracking (Fatigue cracking) . . . . . . . . . . . . . . . . . . . .

14

3.2

Top-down cracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

3.3

Vertical strain at the top of the subgrade (Rutting) . . . . . . . . . . . . . . 18

4 Conclusions

20

A first section

21

B second section

21

List of Figures
1

Multilayer Pavement system . . . . . . . . . . . . . . . . . . . . . . . . . . .

COMSOL geometry creator . . . . . . . . . . . . . . . . . . . . . . . . . . .

Multilayer Pavement system . . . . . . . . . . . . . . . . . . . . . . . . . . .

Material definings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

COMSOL subgrade material proprieties . . . . . . . . . . . . . . . . . . . .

COMSOL sub-base material proprieties . . . . . . . . . . . . . . . . . . . .

COMSOL road base material proprieties . . . . . . . . . . . . . . . . . . . .

Step function 2 description . . . . . . . . . . . . . . . . . . . . . . . . . . . .

COMSOL bituminouse material proprieties . . . . . . . . . . . . . . . . . .

10

MATLAB code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11

MATLAB curve fitting for Prony series (initial value=1000 seconds) . . . .

12

Results obtained from the curve fitting . . . . . . . . . . . . . . . . . . . . .

13

Boundary of the fixed constraint . . . . . . . . . . . . . . . . . . . . . . . .

14

Roller support position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

15

Constant load along the surface of the AC layer . . . . . . . . . . . . . . . .

16

Defining the boundary load in COMSOL . . . . . . . . . . . . . . . . . . . .

17

Defining the location of the boundary load in COMSOL . . . . . . . . . . .

18

Defining of Long-term elastic proprieties and coefficients for the Generalised

Maxwell model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

19

Initial starting temperature for all three scenarios . . . . . . . . . . . . . . . 10

20

Scenario 1 temperature for 24 hours . . . . . . . . . . . . . . . . . . . . . .

11

21

Scenario 2 temperature for 24 hours in Heat transfer . . . . . . . . . . . . .

11

22

Interpolation function for Scenario 2 . . . . . . . . . . . . . . . . . . . . . .

11

23

Plot for int1 for Scenario 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

24

Interpolation function for Scenario 3 . . . . . . . . . . . . . . . . . . . . . . 12

25

Plot for int1 for Scenario 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

26

Study settings for Time-dependency . . . . . . . . . . . . . . . . . . . . . . 13

27

Plot Scenario 1 - "Bottom-up" cracking . . . . . . . . . . . . . . . . . . . .

28

Plot Scenario 2 - "Bottom-up" cracking . . . . . . . . . . . . . . . . . . . . 15

29

Plot Scenario 3 - "Bottom-up" cracking . . . . . . . . . . . . . . . . . . . . 15

30

Plot Scenario 1 - "Top-down" cracking . . . . . . . . . . . . . . . . . . . . . 16

31

Plot Scenario 2 - "Top-down" cracking . . . . . . . . . . . . . . . . . . . . .

14

17

Effect of temperature on pavement fracture performance

32

Plot Scenario 3 - "Top-down" cracking . . . . . . . . . . . . . . . . . . . . .

17

33

Plot Scenario 1 - Rutting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

34

Plot Scenario 2 - Rutting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

35

Plot Scenario 3 - Rutting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Effect of temperature on pavement fracture performance

Introduction

The goal of this project is to evaluate the effect of temperature on pavement fracture performance. As it is already known, asphalt materials are extremely sensitive to temperature
both due to their visco-elastic nature as well as due to the thermally induced stresses. The
study will be performed on a multilayer pavement system (Figure 1) under different cooling
scenarios.

Figure 1: Multilayer Pavement system

Although the cooling scenarios are being performed for the duration of just 24 hours, in
time, the potential for low temperature cracking will increase. This is a major distress
in many regions with cold climates and it is believed that the excessive brittleness due
to increase in stiffness and decrease in the ability to relax stress, leads to a buildup of
thermally induced stresses and ultimately cracking of mixtures in pavements. [1]
The cooling scenarios for the project are:
The constant temperature of 2 C during the whole day.
The temperature drops with a constant rate from 2 C to 12 C in 24 hours.
The initial temperature of the pavement system is 2 C. In two hours the temperature
drops to 5 C and during the next 10 hours it reaches to 10 C. The temperature
keeps on being constant for the next 5 hours and after that it drops to 15 C until
the end of the day.

Effect of temperature on pavement fracture performance

Methods

In order to achieve the goal, a Finite Element program had to be used in order to simulate
the different scenarios, in our case, "COMSOL Multiphysics 4.3b", to create the model and
obtain the required outcomes.

2.1

Geometry

In order to draw the geometry of the pavement system we need to define each layer
(Subgrade, Sub-base, Road Base and Bituminouse) as a rectangle, complying with the
particular size of each of them. The points are being created in order to define the area of
interest when obtaining results.

Figure 2: COMSOL geometry creator

Some assumptions have been made for the width and the height of the subgrade. The final
geometry can be observed in Figure 3.
Width of the entire geometry
2 [m]

Assumed subgrade height

1 [m]

Figure 3: Multilayer Pavement system

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Effect of temperature on pavement fracture performance

2.2

Materials

Based on the provided pavement system, all 4 layers have different material proprieties that
define them.

(a) Pavement system

(b) COMSOL Material Defining

Figure 4: Material definings

2.2.1

Subgrade

The proprieties for the Subgrade are defined in Figure 5.

Figure 5: COMSOL subgrade material proprieties

Assumptions:
Subgrade density: 1800 kg/m3

- Taken from previously solved COMSOL models

Poissons ratio : 0.35

- Given from the project description

Youngs Modulus : 1000 109 P a

- Assumed 100x bigger than the given one

Thermal conductivity: 1.48 W/(m K) - Taken from http: // pubs. usgs. gov/ of/
1988/ 0441/ report. pdf , pg22, as for "Sandstone with air in the pores"
Heat capacity at constant pressure: 920 J/(kg K) - Taken from http: // www.
engineeringtoolbox. com/ specific-heat-solids-d_ 154. html , as for sandstone

Effect of temperature on pavement fracture performance

2.2.2

Sub-base

The proprieties for the Sub base are defined in Figure 6.

Figure 6: COMSOL sub-base material proprieties

Assumptions:
Note: Excepting Youngs modulus, all other parameters are assumed the same.
Youngs modulus: 450 106 P a - Given from the project description

2.2.3

Road base

The proprieties for the Roadbase are defined in Figure 7.

Figure 7: COMSOL road base material proprieties

Assumptions:
Note: Excepting Youngs modulus, all other parameters are assumed the same.

Effect of temperature on pavement fracture performance

Youngs modulus
Based on the project description, the mechanical proprieties for Road Base Unbound
materials are assumed to vary due to temperature difference in Winter ( < 0 C) and
Thaw ( 0 C), thus a variation between 300 M P a to 1000 M P a had to be defined
in COMSOL by using a Step Function(Figure 8) command from Global definition.
Location is the threshold that differentiates Winter from Thaw values for Youngs
modulus.

Figure 8: Step function 2 description

2.2.4

Bituminouse layer

Figure 9: COMSOL bituminouse material proprieties

Assumptions:
Density: 2400 kg/m3 - Taken from previous COMSOL tutorials
Thermal conductivity: 0.75 W/(mK) - Taken from http: // www. engineeringtoolbox.
com/ thermal-conductivity-d_ 429. html
Heat capacity at constant pressure: 920 J/(kg K) - Taken from http: // www.
engineeringtoolbox. com/ specific-heat-solids-d_ 154. html
Coefficient of thermal expansion: 3105 1/K -Taken from http://books.google.se/
books?id=bA1tIkRJL8kC&pg=PA197&lpg=PA197&dq=coefficient+of+thermal+expansion+
for+asphalt&source=bl&ots=pcNeGixZXP&sig=CsFpvsb-0GWZVaskQ2i8dn0MChY&hl=
en&sa=X&ei=aG8pVNa0FaSGywOJqICIDQ&sqi=2&ved=0CCAQ6AEwAA#v=onepage&q=coefficient%
20of%20thermal%20expansion%20for%20asphalt&f=false

Effect of temperature on pavement fracture performance

For the bituminous layer it has been used the Bulk modulus, K and shear modulus, G
because these long term elastic proprieties take care of Time-dependency and also due to
the fact that asphalt is a visco-elastic material.
In order to calculate Youngs modulus which describes the materials response to linear stress
and Shear modulus which describes the materials response to shear stress, the compliance
curve for asphalt materials has been defined as a power law with the coefficients provided
from the project description as:
D(t) = D1 tm + D0
D1 = 7.12e 4 M P a1
D0 = 5.95e 5 M P a1
m = 0.634
Based on the given coefficients and by the Methods of interconversion between linear
viscoelastic material functions.Part II - an approximate analytical method which has been
provided by the supervisor, we could convert by using Lams parameters from page 1685,
T able 1 to get the required material proprieties.A MATLAB code has been created in order
to simply our calculations:

Figure 10: MATLAB code

Effect of temperature on pavement fracture performance

From the MATLAB function we extract E0 = 2.0851e10 P a as the first term from the
obtained matrix which is the required Youngs modulus and then, by using the Laplace
transformation, we have performed the Curve f itting from the following general model:
G(t) = G0 +G1 exp(x/tau1 )+G2 exp(x/tau2 )+G3 exp(x/tau3 )+G4 exp(x/tau4 )

Figure 11: MATLAB curve fitting for Prony series (initial value=1000 seconds)

Figure 12: Results obtained from the curve fitting

From the results of the Curve f itting we obtain the Shear modulus G0 = 8.396 M P a.

Effect of temperature on pavement fracture performance

2.3

Solid Mechanics

In Solid Mechanics, boundary conditions are defined such as:

Fixed constraint

Figure 13: Boundary of the fixed constraint

Roller support

Figure 14: Roller support position

Boundary load

Figure 15: Constant load along the surface of the AC layer

Effect of temperature on pavement fracture performance

The pressure has been defined from the project as 800 kP a, but its position has not been
specified.

Figure 16: Defining the boundary load in COMSOL

As we have a load of 50 kP a, we can calculate the position at which it must act as follows:

P ressure = Load/Area
50103
800 103 = radius
2
radius = 0.14 m = 14 cm
Reference: Lecture Stress analysis of flexible pavements, Road and Railway Engineering Course
In COMSOL, this is introduced as a Step function (step1) as:

Figure 17: Defining the location of the boundary load in COMSOL

The Step function (step1) has been introduced in Figure 16.

Effect of temperature on pavement fracture performance

Linear Viscoelastic material
Also in Solid Mechanics, the proprieties of the material which define it as timedependent is represented, by selecting "Bulk and shear modulus" from the "Long-term
Elastic proprieties" and by introducing the coefficients for shear modulus G, and
relaxation time tau. These coefficients have been taken from the MATLAB Curve
fitting as seen in Figure 12 and were used for the Generalised Maxwell model.

Figure 18: Defining of Long-term elastic proprieties and coefficients for the Generalised
Maxwell model

2.4

Heat Transfer in Solids

As the purpose of this project is to investigate different temperature scenarios, Heat transfer
must be introduced. The Initial values were constant throughout all three scenarios, to a
value of 2 C or 275.15 K.

Figure 19: Initial starting temperature for all three scenarios

10

Effect of temperature on pavement fracture performance

In Temperature, the three scenarios will be defined, based on their specific criteria.

Scenario 1

Figure 20: Scenario 1 temperature for 24 hours

Scenario 2
For Scenario 2, the temperature in Heat transfer is defined as an Interpolation (int1),
as seen in Figure 21.

Figure 21: Scenario 2 temperature for 24 hours in Heat transfer

The Interpolation (int1), is defined as follows:

Figure 22: Interpolation function for Scenario 2

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Effect of temperature on pavement fracture performance

The plot for the Interpolation function can be seen in Figure 23 as Time on the x-axis and
Temperature on the y-axis.

Figure 23: Plot for int1 for Scenario 2

Scenario 3
For Scenario 3, the temperature in Heat transfer is also defined as an Interpolation
(int1), and is defined as in Figure 24.

Figure 24: Interpolation function for Scenario 3

12

Effect of temperature on pavement fracture performance

The plot for the Interpolation function can be seen in Figure 25 as Time on the x-axis and
Temperature on the y-axis.

Figure 25: Plot for int1 for Scenario 3

2.5

Study scenarios

The Study has been peformed as a Time-dependent one, over a period of 24 hours, but
also due to the viscoelasticity of the asphalt material.
Scenario 1 and 2 had a Step of 15 minutes (900 seconds),Figure 26a, whereas Scenario
3 had a Step of 5 minutes (300 seconds),Figure 26b, due to the multiple changes that
occurred during the 24 hours interval.

(a) Study settings Scenario 1 and 2

(b) Study settings Scenario 3

Figure 26: Study settings for Time-dependency

13

Effect of temperature on pavement fracture performance

Results

The purpose of this project was to examine the effect of all three cooling scenarios on
different fracture modes. The fracture modes are defined as failure criteria in general, but
in our case, we will examine:
Bottom - up cracking (Fatigue cracking)
Top - down cracking (Thermal cracking)
Vertical strain at the top of the subgrade (Rutting)

3.1

Bottom - up cracking (Fatigue cracking)

Pavement cracking initiates at the bottom of the HMA layer, where the tensile bending
stresses are the greatest, then progresses up to the surface.
Results obtained from COMSOL for all three scenarios:
Scenario 1

Figure 27: Plot Scenario 1 - "Bottom-up" cracking

14

Effect of temperature on pavement fracture performance

Scenario 2

Figure 28: Plot Scenario 2 - "Bottom-up" cracking

Scenario 3

Figure 29: Plot Scenario 3 - "Bottom-up" cracking

15

Effect of temperature on pavement fracture performance

In order to inspect "Bottom-up" cracking, we need to plot from the obtained Results in
COMSOL, a Point Graph with Time on the x-axis and the Stress tensor,r - component on
the y-axis. This will be investigated at the bottom of the HMA layer in the defined point.
For all three scenarios, tensile stresses can be observed at the beginning (until 0 on the "r
component"), followed after the 0 marker by compressive stresses.
One other aspect is the limitation that has been imposed by the project to only simulate
24 hours, thus no significant stresses could occur, numerically it can be observed from all
three scenarios outcomes. (Goes down to 0.4 106 N/m2 Figure 27,28,29)
Scenario2 indicates, due to the constant drop rate from 2 C to 12 C, from approximately
42000 seconds that the Base layer will freeze, and so, stresses will transfer to the lower
layers, and it continues to decrease in all layers throughout the entire period. (Figure 28)
Scenario3 is almost the same as scenario two, the difference being that freezing starts
at approximately 17000 seconds. This is due to the fact that the drop rate is higher,
in a shorter period, in Scenario3 than Scenario2 at the beginning.The decrease of the
temperature in all layers is still valid as in the previous one. (Figure 29)

3.2

Top-down cracking

Usually occurs due to a low stiffness on a upper layer caused by high surface temperature,
but it may be also caused by a thick HMA pavement.Throughout all scenarios simulate for
our project, temperatures are decreasing thus stiffness will increase.
Results obtained from COMSOL for all three scenarios:
Scenario 1

Figure 30: Plot Scenario 1 - "Top-down" cracking

16

Effect of temperature on pavement fracture performance

Scenario 2

Figure 31: Plot Scenario 2 - "Top-down" cracking

Scenario 3

Figure 32: Plot Scenario 3 - "Top-down" cracking

17

Effect of temperature on pavement fracture performance

Top-down cracking is investigated in a similar matter as for "Bottom-up" cracking, the
only difference is that the point which has to be selected in COMSOL, is at the top of the
AC layer. Due to the fact that there is a constant load applied on the pavement system,
Scenario 1 and 2 have no top-down cracking initiation. Numerically, the Stress tensor
indicates this pattern.
Scenario 3 on the other hand, indicates, both numerically and graphically, that there will
be a crack initiation in-between 18000 seconds and 30000 seconds. This may result as a
consequence of the frozen Base thus there would be tensile stresses occurring at the top of
the AC layer. The reason behind this is unforeseen as it may be also caused, due to the
fact that also the AC layer could be an explanation of its failure because stiffness increases
as temperature decrease. Further analysis must be performed by using maybe different
mixtures or by applying different load patterns.

3.3

Vertical strain at the top of the subgrade (Rutting)

Permanent deformation or rutting is a manifestation of both densification and permanent

shear deformation. Rutting criterion is based on limiting the vertical compressive subgrade
strain, if the maximum vertical compressive strain at the surface of the subgrade is less
than a critical value, then rutting will not occur for a specific number of traffic loadings.
The magnitude of rutting has been correlated with the amount of traffic and the vertical
compressive strain level at the surface of the subgrade. [2]
Results obtained from COMSOL for all three scenarios:
Scenario 1

Figure 33: Plot Scenario 1 - Rutting

18

Effect of temperature on pavement fracture performance

Scenario 2

Figure 34: Plot Scenario 2 - Rutting

Scenario 3

Figure 35: Plot Scenario 3 - Rutting

19

Effect of temperature on pavement fracture performance

In order to obtain the Vertical compressive strain at the top of the subgrade, a plot should
be made in Results -> Point graph, having Time on the x-axis and the Strain tensor on
the y-axis. The location for the investigation is just below the subgrade threshold.
One important aspect we can notice from all three scenarios is a sudden change in direction
immediately after loading, which may suggest that there might be a problem with the Prony
series Curve fitting. This might be as a result of using an initial value of 1000 seconds in
the fitting options.
Secondly, Scenarios 2 and 3 have almost the same output plot. In Scenario 2 (Figure
34), around 42000 seconds, there is an unpredictable outcome which is hard to explain,
but might be explained considering that the material changes its stiffness due to the low
temperature, followed by an increase of strain until the end, as a result of the decrease of
the subgrade stiffness.Scenario 3 is different for the reason that its Interpolation function
(int1) (Figure 24) has a more sudden drop in temperature at the beginning than the one
in Scenario 2 (Figure 22), which explains why the same situation which has happened in
Scenario 2 around 42000 seconds, happens in Scenario 3 around 5000 seconds. Afterwards,
there is a decrease of strain until the end of the period, due to an increase of the subgrade
stiffness.

Conclusions

The project goal, the effect of temperature on pavement fracture performance, is a topic of
great interest for the reason that it tries to observe the response of a pavement structure
to different temperature cooling scenarios and it provides the knowledge to create a more
reliable asphalt mixture.
COMSOL resulted in the end to test our abilities to learn a new software, of great interest
to todays developing pavement industry.
The results experienced by our model might not be sufficient for some situations, as
encountered in the Rutting chapter in Scenarios 2 and 3 (Figure 34,35), and further
analysis of these kind of specific situations must be engaged, to achieve more detailed plots
that can analyze them. One step in carrying out this, might be to increase the time-span
to a greater extent.

20

Effect of temperature on pavement fracture performance

References
[1] University of Wisconsin-Madison, "Task 5- Modeling of Asphalt Mixtures Contraction and Expansion Due to Thermal Cycling"// https:
//www.google.se/url?sa=t&rct=j&q=&esrc=s&source=web&cd=4&ved=
0CDUQFjAD&url=http%3A%2F%2Fwww.dot.state.mn.us%2Fmnroad%2Fprojects%
2FLow_Temp_Cracking%2Fpdfs%2FTask%2520Reports%2FT5%2520-%2520Thermal%
2520Modeling%2520(revised%252029mar12).docx&ei=J3stVLHHM-HMyAOvpILgDA&
usg=AFQjCNEE4LV4EQYBZSKnvSOsa-4CSxlfng&sig2=7JHFFWeLPgFb7dyrwGReoQ&
bvm=bv.76477589,d.bGQ&cad=rja
[2] Emmanuel O. Ekwulo and Dennis B. Eme, "Fatigue and rutting strain analysis of flexible pavements designed using CBR methods"// https://www.google.se/url?sa=
t&rct=j&q=&esrc=s&source=web&cd=2&ved=0CCMQFjAB&url=http%3A%2F%2Fwww.
ajol.info%2Findex.php%2Fajest%2Farticle%2Fdownload%2F56271%2F44715&ei=
l0E9VI-1CuroywOFxYK4Cg&usg=AFQjCNGzaQNVdCzHqlUCkB-3Q_EplcjRlg&sig2=
8g33Dd_U_d6aIvd9gszIWg&bvm=bv.77412846,d.bGQ&cad=rja

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