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Introduction

3D-Move Analysis

The analytical model (3D-Move) adopted here to undertake the pavement


response computations uses a continuum-based finite-layer approach. The 3D-
Move Analysis model can account for important pavement response factors such
as the moving traffic-induced complex 3D contact stress distributions (normal and
shear) of any shape, vehicle speed, and viscoelastic material characterization for
the pavement layers. This approach treats each pavement layer as a continuum
and uses the Fourier transform technique; therefore, it can handle complex surface
loadings such as multiple loads and non-uniform tire pavement contact stress
distribution. Since the tire imprint can be of any shape, this approach is suitable to
analyze tire imprints, including those generated by wide-base tires (Siddharthan
et al. 1998; 2000; 2002). The finite-layer method is much more computationally
efficient than the moving load models based on the finite element method (Huhtala
and Pihlajamaki 1992; Al-Qadi and Wang 2009). This is because often times the
pavements are horizontally layered and pavement responses are customarily
required only at a few selected locations and for such problems the finite layer
approach of 3D-Move Analysis is ideally suited. Since rate-dependant material
properties (viscoelastic) can be accommodated by the approach, it is an ideal tool
to model the behavior of asphalt concrete (AC) layer and also to study pavement
response as a function of vehicle speed. Frequency-domain solutions are adopted
in 3D-Move Analysis, which enables the direct use of the frequency sweep test
data of HMA mixture in the analysis.

Many attempts that included field calibrations (e.g., Penn State University test
track, Mn/Road and UNR Off-road Vehicle study) that compared a variety of
independently-measured pavement responses (stresses, strains, and
displacements) with those computed have been reported in the literature
(Siddharthan et al. 2002, 2005). These verification studies have validated the
applicability and versatility of the approach.The 3D-Move Analysis (ver. 2.0)
includes Pavement Performance Models, using which many important pavement
distress modes can be investigated. In addition, a variety of non-highway vehicles
(e.g., End-Dump Truck and Forklift et.) can also be considered.
What's New in the 3D-Move Analysis?

This Version is Beta Version 2.1 (Release Date: Apr. 2013)

The last beta-version of the 3D-Move Analysis (ver. 1.2) was released on August,
2010. After releasing, there have been some problems related to material
properties and load input files. A few users reported an error in creating the loading
and materials data files. The following warning was displayed while analyzing
some problems in 3D-Move Analysis version 1.2: Error in creating the output file.
Check the materials and loading data. Usually, the 3D-Move Analysis software
creates many data files such as loading, materials, input and output files. The
program creates and saves the loading data and materials data files as
temporary files and they are called back later during the calculation process of the
pavement responses.

Also, another problem reported by some users is the error in developing dynamic
modulus (E*) master curve for asphalt layers. It was noticed that progress of
master curve development was stopped at the 30% level when running the 3D-
Move Analysis in a 64 bit Windows operating system. This error was due to the 32
bit and 64 bit compatibility issues. In addition, 3D-Move Analysis uses a third party
tool to develop the E* master curve. This tool is incorporated in 3D-Move Analysis
as a dynamic link library (DLL) file. Whenever E* master curve is to be developed,
program calls this DLL file to develop the E* master curve. The DLL file was
created in 32 bit environment. But 3D-Move Analysis version 1.2 was built to run
as 32 bit software in 32 bit Windows operating system (OS).

Additionally, another error which was reported by some users relates to an error
in creating asphalt material file. The following warning was displayed while
creating input files in some cases in 3D-Move Analysis (ver.1.2): Error in creating
the Material Input file. The 3D-Move Analysis creates a file to read and write
asphalt material property data. In some cases, a numerical error occurred while
calculating the damping ratio of the asphalt mixture.

These issues have been corrected and a modified beta-version of 3D-Move


Analysis (ver. 2.1) is available for download from the ARC website
(http://www.arc.unr.edu/Software.html). Furthermore, the new released version
2.0 has the following new convenient features.
Traffic Information which includes options for growth and seasonal
variations
Material Properties
o Dynamic Modulus, E* Data for asphalt layers (including Master
Curve Shift); and
o Input of Material Properties from database based on Material Type
for Unbound Materials.
Pavement Performance Models
o NCHRP 1-37A Models; and
o VESYS Models.
Response Evaluation
o User-defined Multiple Response Evaluation Points within the
pavement layer system;
o Automatic generation of appropriate critical response points for use
with Performance Models; and
o Graphical display of Selected Response Points, considered in
Pavement Performance Analysis.
Output
o Graphical Output;
o Principal Stresses and Strains; and
o Performance Models Results and pavement distress predictions.

Among the many new features of version 2.1, a few important items have been
selected and additional information is presented below.

(1)Additions to the Database for Tire Contact Pressure Distributions


The Options C of axle configuration is non-uniform contact stress
distribution over non-uniform tire imprint. The contact stress distributions
and tire imprint data are selected from the database generated by Vehicle-
Road Surface Pressure Transducer Array (VRSPTA) and Kistler
MODULAS devices. For intermediate conditions (e.g., tire load, pressure
and vehicle speed) interpolation is used. Three additional tires (two regular
and one wide base) have been added to the database.

(2)Graphical Display of Non-Uniform Tire Contact Pressure Distributions


Since tire imprint and corresponding contact stress distribution are major
factors in the selection of the response points for performance analysis, a
graphical display of such data is important. By using this graphical display,
user can visualize 3D contact stress plot and contour map of contact stress
for the selected tire and the loading conditions (e.g., tire load, pressure and
vehicle speed). All the charts were drawn using Microsoft Excel and
converted into picture format and subsequently incorporated in the
program.

(3)Pavement Performance Models


The Pavement Performance Models that predict pavement distresses such
as fatigue cracking and rutting have been included in version 2.0. At this
time the pavement performance can be investigated using NCHRP 1-37A
and VESYS Models. These models have been calibrated using many
laboratory and field data and are routinely used by researchers and
pavement engineers. Pavement responses computed by 3D-Move Analysis
program are a critical input to these Pavement Performance Models. The
needed pavements responses are the maximum values induced by the
moving vehicle considered in the investigation.

(4)Selection of Response Points


It should be noted that unlike in the cases of simpler loaded areas (e.g.,
circles and rectangles) with uniform pressure distributions, the cases
involving complex loaded areas with non-uniform distributions are not
straight forward since the location where the maximum response can occur
is not known in advance. The 3D-Move Analysis Ver. 2.0 uses a number of
preselected response points based on the characteristics of the non-
uniform pressure distribution (e.g., under the highest contact pressure
location etc.) and subsequently selects the maximum response for use with
the Pavement Performance Models. The user also has the option to select
additional locations for response calculations. As discussed in Item No. (2)
above, the graphical display of tire contact stress distribution can help the
user in the selection of the additional response points.

(5)Graphical Display of Response Points


Pavement structure plot is included in this revised version to make the
display of selected response points graphically. This is a 2D plot and is
drawn to scale. The pavement structure plot is composed of pavement
layers, load diagram and response points. Either X-Z or Y-Z plane can be
selected for display. This load diagram will assist user to identify the location
of the response points by comparing with the distribution of the loading.
(6)Inclusion of Seasonal Information in Pavement Performance
In version 2.0 options for traffic growth and seasonal variation of traffic are
included. Currently, work is underway to consider the seasonal pavement
layer material property variations in the pavement performance evaluation.

(7)Help Menu Examples


The Help Menu includes five examples (Examples A E) and these
examples were chosen such that the user will be familiar with the
capabilities and features of the 3D-Move Analysis. In addition, the user can
also become acquaint with all aspects of the steps associated with the input
of these chosen examples. The five examples are:
Example A Analysis of a pavement section (Three layers: HMA, Base
and Subgrade) subjected to a dual tandem loading in static condition.
Example B Analysis of a pavement section (Three layers: HMA, Base
and Subgrade) subjected to a dynamic load (Complex Youngs
Modulus, E*, calculated from Dynamic Modulus Data).
Example C Analysis of a pavement section (Three layers: HMA, Base
and Subgrade) subjected to a dynamic load (Complex Youngs
Modulus, E*, calculated from Witczak equation).
Example D Performance analysis of a pavement section (Three
layers: HMA, Base and Subgrade) based on NCHRP 1-37A
Performance Models.
Example E Performance analysis of a pavement section (three layers:
HMA, Base and Subgrade) based on VESYS Performance Models.
Features of 3D-Move Analysis

SI / US units
Static / Dynamic Analysis
Uniform Contact Pressure Distribution (Circle, Ellipse and Rectangle)
Non-Uniform Contact Pressure Distribution from Database
Semi-Trailer Truck Including Vehicle Dynamics (Uniform / Non-Uniform
Contact Pressure Distribution)
Special Non-Highway Vehicle Loading (e.g. End-Dump Truck, Forklift)
Braking/Non-Braking Condition (Interface Shear Stresses)
Dynamic Variation of Tire Load (Dynamic Loading Coefficient, DLC)
Traffic Information
Dynamic Modulus, |E*|, from Lab Data or using Witczak Model for
Asphalt Materials
Performance Models (NCHRP 1-37A and VESYS)
Response Computations at an Array of Points
Text Output (Text files and Microsoft Excel files)
Graphical Output
Help and Examples

Description of Selected Features of 3D-Move Analysis

Axle Configuration and Contact Pressure Distribution.

One of the important inputs to 3D-Move Analysis is the pavement contact stress
distribution. It is customary to assume simpler contact stress distributions, for
example, circular or elliptical loaded areas with uniform vertical stress. However,
the pavement contact stress distributions are non-uniform and more complex.
There are six types of loading considered in the 3D-Move Analysis.

Type I: Pre-Defined Load cases (Uniform / Non-Uniform Contact Pressure


Distribution)

There are 9 load cases


included under this option
and they represent many
widely-used field cases. User
cannot modify the axle
configuration and contact
pressure distribution of any of
the load cases.
Type II: User-Selected Pre-Defined Axle/Tire Configuration (Uniform Contact
Pressure Distribution)

Here user can specify


axle configuration and
three types of contact
pressure distributions
(Circle, Ellipse or
Rectangle).

Type III: User-Selected Tire Configuration and Contact Pressure Distribution from
Database (Non-Uniform Contact Pressure Distribution)
In this case, VRSPTA (de Beer and Fisher 1997) and Kistler MODULUS (Sime
and Ashmore 1999) databases which have reported measured contact pressure
distributions for many single tires are used. A variety of tire types that included
single and wide base tires under a tire pressure range of 2201000 kPa and a tire
load range of of 26106 kN are considered in both databases. User is allowed to
specify the axle configuration, which can vary from a single tire to tridem axle dual
tire configuration. For a specified axle configuration and tire load, a contact
pressure distribution can be assigned from the available databases.

Type IV: Semi-Trailer Truck Including Vehicle Dynamics (Uniform / Non-Uniform


Contact Pressure Distribution)
Under this option, the load distribution on various tires of the 18-wheel
tractor-semitrailer during normal highway traffic and during braking is
initially computed. Braking causes the vehicle to decelerate and the loads
to transfer to the front of the vehicle. The resulting axle load can be higher
or lower than the initial static load, depending on the location of the
axle. Once the load distribution between the axles of the semitrailer is
evaluated, the contact pressure distribution can be assigned (Uniform or
Non-Uniform).

Type V: Special Non-Highway Vehicles (Uniform Contact Pressure Distribution)


Under this option, two non-highway vehicles (End Dump Truck and Forklift)
are included. For each of these vehicles, there are many different
manufacturers. User can select an appropriate axle configuration and tire load
from a database of manufacturers specifications. Only the option of uniform
contact pressure distribution is available.

Type VI: User-Input Tire Configuration and Contact Pressure Distribution (Uniform
/ Non-Uniform Contact Pressure Distribution)

This option is entirely open to user to define the contact pressure


distribution. It may be uniform or non-uniform contact pressure
distribution.
Traffic Information.

Traffic Information window allows user to characterize traffic in terms of design


axle load repetitions. A number of seasons ( periods) over a year can be
considered and it allows user to specify the variation of traffic for each of the
season (period). Once user provides the traffic data for each season, program will
calculate load repetitions for each season and display the total load repetitions.

Characterization of Asphalt Materials.

The asphalt layer material can be characterized as a linear elastic material or as


a viscoelastic material.

The dynamic modulus, |E*|, is


required for the viscoelastic
analysis. |E*| can be input in
three different ways:

Dynamic Modulus Lab Data

Asphalt materials properties can be specified using the dynamic modulus


lab data. The 3D-Move Analysis incorporates the master curve, which
enables the input of dynamic modulus at any selected pavement
temperature in the analysis. It uses an optimization tool which is
independent of Microsoft Excel to construct the master curve from the lab
data.
Witczak Model

In this version of 3D-Move Analysis, Witczak model is included to calculate


the frequency-dependent dynamic modulus based on the gradation and
binder properties of the mixture.

User Defined Materials Properties

A set of data of |E*| as function of frequency can be specified by the


user. Other input variables (Poissons and damping ratios) can be either
specified as constants or as a function of frequency.

Performance Models.
Current version is equipped with two pavement
prediction models: NCHRP 1-37A and VESYS performance
models. These models primarily have cracking and rutting
distress modes.

NCHRP 1-37A Model

NCHRP 1-37A performance prediction model consists of six distresses modes:

AC (Asphalt Concrete) Top down cracking,


AC (Asphalt Concrete) Bottom up cracking,
AC (Asphalt Concrete) Rutting,
Base Rutting,
Subbase Rutting and
Subgrade Rutting.
More information on the distress modes, can be obtained from
http://onlinepubs.trb.org/onlinepubs/archive/mepdg/home.htm
VESYS Model

The VESYS model is a well-documented probabilistic and mechanistic flexible


pavement analysis computer program series. This model also has been
incorporated into 3D-Move Analysis software to predict the structural responses
and the integrity of flexible pavements. VESYS model for flexible pavements
consists of a primary response model and a damage model. The primary response
model is defined as the time dependent state of stress, strain, or deformation
existing in the pavement due to the static load at the surface. The primary
response model represents the pavement system by an n-layer semiinfinite
continuum such that the upper n-1 layers are finite in thickness while the bottom
layer is infinite in extent. All layers are infinite in horizontal extent. The materials in
each layer are assumed to be isotropic and homogeneous. The model constitutes
a closed form probabilistic solution to the n-layer elastic boundary value problem.
It is valid for single stationary circular loading at the pavements surface. It
assumes complete shear at the interfaces and that the material layers are
incompressible .
The damage model in VESYS model consists of three independent models to
predict the accumulation of pavement cracking, rutting, and roughness.

Output.

One of the important components of an analysis package is post-processing. The


post-processing generally involves user-friendly documentation of the results and
portability of the results to other platforms. The 3D-Move Analysis output can be
viewed by using the following modes:

Text Mode
Tabular Mode (Microsoft Excel)

Graphical Mode ( Available Only for Dynamic Analysis)


Input
Analysis Type

In 3D-Move Analysis, the pavement structure can be analyzed as follows:

1. Static - In this case, vehicle speed will be zero;

2. Dynamic - For this case, user needs to input the vehicle speed.

The following Fig. 1 shows the input window for the analysis type.

Dynamic Load Coefficient (DLC)

The tire load which gives rise to the pavement contact stress distribution is a
moving load that varies with time about its mean value as the tire traverses the
pavement. A number of past studies have focused on quantifying the load
variation (or perturbation) measured in field tests and analytically-computed from
vehicle-road interaction models. Many used Dynamic Load Coefficient (DLC),
which was defined as the coefficient of variation (std. deviation/mean load). The
variation in the tire load (or contact stress distribution) strongly depends on road
roughness, vehicle speed and truck suspension system.
In 3D-Move, the variability of the pavement response can be investigated by using
DLC and it is included under "Vehicle Suspension and Road Roughness option
that is available in the 3D-Move Analysiss main start-up window (Fig. 2).
The window Vehicle Suspension and Road Roughness shown in Fig. 3 facilitates
the calculation of DLC value. In 3D-Move Analysis, DLC is calculated by two
different options.

DLC from Database - Option 1;

DLC from Regression Equations by Sweatman (1983) Option 2.

Option 1: DLC from Database

DLC from Database, estimates DLC as a function of vehicle suspension system,


road roughness (smooth, average or rough) and vehicle speed. In this case, the
DLC value is obtained from a database compiled from many different sources
(Woodrooffe and LeBlanc 1986; LeBlanc and Woodrooffe 1995; and Sweatman
1983).
Under this option, the following suspension systems are included in the evaluation
of the DLC value (Fig. 3 and 4):

1. Air Bag;

2. Four Spring (Leaf Spring);

3. Rubber spring Walking Beam;


4. Dynalastic.
Option 2: DLC from Regression Equations by Sweatman (1983)

This option (Fig. 5) in 3D-Move Analysis for the DLC uses regression equations
developed by Sweatman (1983). In this case, DLC is also a function of axle type
and the road roughness specified in terms of counts/km. For this option, user
needs to input roughness value to calculate the DLC value. The following
suspension systems are included to calculate DLC value in this option for driving
axle or trailer axle.

Driving Axle
1. Hendrickson RT 340 Walking beam;
2. Hendrickson RT 380 Walking beam;
3. Kenworth KW TBB Torsion Bar Tandem;
4. Kenworth KW 'Big 6' Single Point;
5. Ridewell Dynalastic.
Trailer Axle
1. Friegters TAA-35 four Spring;
2. TandemFriegters TAA-35 six Spring;
3. TandemFranglin 282 Air Bag Tandem;
4. Franglin 282 Air Bag Triaxle.
It may be noted that under this option, as many as five options are available for
Vehicle Suspension Type, which in turn depends on the selection of Axle Type
(tandem or tridem). Only those that are available for the selected Axle Type will
be displayed and the appropriate selection for Suspension Type can be
subsequently made (Fig. 6).

Effect of DLC on Response


The 3D-Move model that evaluates the pavement response time histories is
originally carried out for the constant mean tire load (i.e., no tire load variability)
traversing the pavement. Subsequently a procedure developed by Siddharthan et
al. (1998) is used to estimate the variation of those response histories that
accounts for the tire load variability. This procedure is based on the assemblage
of a population of responses at each instant of time with a normal distribution about
those 3D-Move Analysis responses computed with the mean tire loads. The
variability can be superimposed on the original responses as shown in Figs. 7 and
8. These Fig.s show two sets of longitudinal axial strain time histories at base of
the HMA layer for two cases of road roughness conditions (smooth, DLC = 0.07;
and rough, DLC = 0.257). As expected, the variability of the strain response with
higher DLC value is significant.
Pavement Performance Analysis

In 3D-Move Analysis, Extended Pavement Analysis should be selected, if


pavement performance is to be evaluated. (Fig. 9)

Loading Types

One of the important inputs to 3D-Move Analysis is the pavement contact stress
distribution. It is customary to assume simpler contact stress distributions, for
example, circular or elliptical loaded areas with uniform vertical stress. However,
the pavement contact stress distributions are non-uniform and more
complex. Past studies have revealed that it is important to include the non-uniform
stress distributions as the simpler distributions are neither realistic nor
conservative.

In 3D-Move Analysis, Loading is included under Axle Configuration and Contact


Stress Distribution option that is available in the 3D-Move Analysiss main start-
up window (Fig. 10). There are six types of loading are considered under this
option (Fig. 11). They are:

1. Option A: Pre-Defined Load Cases;

2. Option B: User-Selected Pre-Defined Axle/Tire Configuration (Uniform


Pressure);

3. Option C: User-Selected Tire Configuration and Contact Pressure


Distribution from Database;

4. Option D : Semi-Trailer Truck Including Vehicle Dynamics;

5. Option E: Special Non-Highway Vehicles;


6. Option F : User-Input Tire Configuration and Contact Pressure Distribution.
Option A: Pre-Defined Load Cases

Under this option, nine load cases have been predefined in the program. It is
important the user be aware of the layout of the loaded areas and the
corresponding contact stress distributions. Details on the load cases are provided
below.

Load Case No. 1

This is a dual tire tandem axle


load configuration with four
circular contact areas (Fig. 12).
The contact pressure is assumed
to be uniform over the contact
area with magnitude of 862 kPa.
The total load is 90 kN (22.5
kN/tire). The discretization Fig. 12: Load Case No. 1.
parameters used are:

Load Case No. 2

This represents a dual tire single


axle load with two circular
contact areas (Fig. 13). The
contact pressure is assumed to
be uniform over the contact area
with magnitude of 862 kPa. The
total load is 45 kN. (22.5 kN/tire).
Fig. 13: Load Case No. 2.
The discretization parameters
used are:
Load Case No. 3

This is a dual tire tandem axle


load represented by four elliptical
contact areas (Fig. 14). The
contact pressure is assumed to
be uniform over the contact area
with magnitude of 862 kPa. The
total load is 90 kN (22.5
Fig. 14: Load Case No. 3.
kN/tire). The discretization
parameters used are:

Load Case No. 4

This is a dual tire tandem axle


load, represented by four
rectangular contact areas (Fig.
15). The contact pressure is
assumed to be non-uniform over
the contact area (Sebaaly et al.,
1992). Here it is assumed that
Fig. 15: Load Case No. 4.
uniform stresses exist within
each rib and there are no contact
stresses in the gap between the
ribs. The Total Load is 90 kN
(22.5 kN/tire). The discretization
parameters are:
Load Case No. 5

This is a dual tire tandem axle


load, represented by four
rectangular contact areas (Fig.
16). The contact pressure is
assumed to be non-uniform over
the contact area (Sebaaly et al.,
1992). Here it is assumed that
Fig. 16: Load Case No. 5.
stresses vary within each rib and
there is a certain low contact
stresses exist in the gap between
the ribs. The total Load is 90 kN
(22.5 kN/tire). The discretization
parameters are:

Load Case No. 6

This is a dual tire single axle load


represented by two rectangular
contact areas (Fig. 17). The
contact pressure is assumed to
be non-uniform over the contact
area (Sebaaly et al., 1992). This
is similar to load case No. 4. The
Fig. 17: Load Case No. 6.
total load is 45 kN (22.5 kN/tire).
The discretization parameters
are:
Load Case No. 7

This is a super single tire tandem


axle load represented by two
circular contact areas (Fig. 18).
The contact pressure is assumed
to be uniform over the contact
area with magnitude of 862 kPa.
The total load is 90 kN (45.0
kN/tire). The discretization
parameters are:

Fig. 18: Load Case No. 7.

Load Case No. 8

This is a super single tire tandem


axle load represented by two
elliptical contact areas (Fig. 19).
The contact pressure is assumed
to be non-uniform over the
contact area (as per de Beer et
al., 1996). The total load is 81.0
Fig. 19: Load Case No. 8.
kN (40.05 kN/tire). The
discretization parameters are:
Load Case No. 9

This load case is similar to load


case No. 8 but it includes
interface shear stresses
and .

Fig. 20: Load Case No. 9.

Option B: User-Selected Pre-Defined Axle/Tire Configuration (Uniform


Pressure)

In Option A, tire load, tire pressure and axle spacing are already defined and the
user cannot change these parameters. Under this option, the user is initially
prompted to input Axle/Tire Configuration and then provide information for friction
coefficient (needed for contact shear stress distribution) and shape of the loaded
area. User needs to select the loaded area shape (one among three options) and
input tire pressure, tire load and axle spacing. Program will internally generate the
uniform contact pressure distribution for the selected shape and axle spacing.
The following loaded area shapes are available in this option B:
Major advantage of this option is that user can create interface shear stresses
for breaking friction and rolling friction. User needs to input breaking/rolling
friction coefficient to generate interface contact shear stresses.

Option C: User-Selected Tire Configuration and Contact Pressure


Distribution from Database
Overview
This option enables user to specify non-uniform vertical and transverse shear
contact stress distributions. User needs to input the tire type, measurement
device, tire pressure, vehicle speed and tire load. An intermediate tire load can
also be considered. A linear interpolation is used for the intermediate tire load
and the interpolation is allowed only within the range for which the data is
available. The user also needs to specify axle configuration. Many choices,
varying from a single tire to tridem axle dual tire configuration can be specified
using the axle spacing parameters (S1, L1, and L2) shown.
Introduction
There have been many studies world-wide (e.g. South Africa, USA, and Japan)
where substantial efforts have been expended on measuring the complex tire-
pavement interface stress distributions for a number of tires under a variety of
loading conditions (Himeo et al. 1997; de Beer and Fisher, 1997; Sime and
Ashmore 1999). Two sets of data, which are the work of de Beer and Fisher
(1997) and of Sime and Ashmore (1999) are available in soft copy format and
therefore have been the focus here.
De Beer and his co-workers from South African Institute of Roads developed a
measurement system called Vehicle-Road Surface Pressure Transducer Array
(VRSPTA), which is capable of measuring vertical (zz), longitudinal shear (xz)
and transverse shear (yz) stresses at a creep vehicle speed of 0.7 mph.
A variety of tire types that included single and wide base tires under a tire
pressure range of 220 1000 kPa and a tire load range of of 26 106 kN have
been reported by de Beer and Fisher (1997). Both highway and also aircraft
tires have been considered. There were as many as 159 sets of contact stress
distributions of zz, xz , and yz are available in the VRSPTA database. On the
other hand, the second set of data comes from the Kistler MODULAS Quarz
Sensor Array device. Though the Kistler device measures only the vertical
stress, this database includes stresses measured at vehicle speeds of up to 40
mph. There are as many as 192 sets of zz stress distributions, covering both
single and wide base tires with tire pressure range of 420 1000 kPa and the
tire load range of 4.5 - 62 kN.
The following table lists the database used in this option (Table 1).

Table 1: Summary of Loading Files.

Pressure,
Tire Type Configuration Instrument Load, kN Speed
kPa
220 26; 31; 36
26; 31; 36; 41;
420 46
26; 31; 36; 41;
520 46; 51; 56 All tests were
GOODYEAR
performed at the
10.00*20 BIAS Single (50 Tests) VRSPTA 26; 31; 36; 41; creep speed
PLY 620 46; 51; 56 (0.7 mph )
26; 31; 36; 41;
690 46; 51; 56
26; 31; 36; 41;
720 46; 51; 56
26; 31; 36; 41;
820 46; 51; 56
26; 31; 36; 41;
920 46; 51; 56
220 26; 31; 36
26; 31; 36; 41;
420 46
26; 31; 36; 41;
520 46; 51; 56
26; 31; 36; 41;
620 46; 51; 56
GOODYEAR
Single (48 Tests) VRSPTA 26; 31; 36; 41;
G159A,11R22.5
690 46; 51; 56
26; 31; 36; 41;
720 46; 51; 56
26; 31; 36; 41;
820 46; 51; 56
26; 31; 36; 41;
920 46
BF GOODRICH 26; 36; 46; 56;
AIRCRAFT Single (7 Tests) VRSPTA 1040 86; 106; 156
TIRE

482 8.6; 44; 50; 62


All tests were
690 8.6; 44; 50; 62 performed at the
Single (64 Tests) Kistler
896 8.6; 44; 50; 62 speeds of 2, 20,
30, and 40 mph
1000 8.6; 44; 50; 62
500 26; 46; 56; 66
GOODYEAR 26; 46; 49; 56;
425/65R22.5 700 66; 86; 106
760 56
Single (24 Tests) VRSPTA
26; 46; 56; 66; All tests were
900 86; 106 performed at the
26; 46; 56; 66; creep speed
1000 86; 106 (0.7 mph )
420 26; 31; 36; 41
520 26; 31; 36; 41
Single (16 tests) VRSPTA
690 26; 31; 36; 41
820 26; 31; 36; 41
420 4.45; 25; 31; 36
GOODYEAR 517 4.45; 25; 31; 36
Dual (64 Tests) Kistler
295/75R22.5 690 4.45; 25; 30; 36
All tests were
827 4.45; 25; 30; 36 performed at the
420 8; 26; 31; 36 speeds of 2, 20,
30, and 40 mph
Single out Dual Mode 517 8; 26; 31; 36
Kistler
(64 Tests) 690 8; 26; 31; 36
827 8; 26; 31; 36
500 36; 46; 56
700 36; 43; 46; 56 All tests were
GOODYEAR
Super Single ( 14 performed at the
G178 VRSPTA 830 48
tests) creep speed
385/65R22.5 900 36; 46; 56 (0.7 mph )
1000 36; 46; 56
Michelin Super Single ( 1
Kistler 482 62 2 mph
495/45R22.5 tests)
Continental
11XR22.5 Single (1 tests) VRSPTA 720 40 2mph
Radial
420 35
All tests were
Michelin 517 35 performed at the
Dual (16 Tests) Kistler
275/80R22.5 690 35 speeds of 2, 20,
30, and 40 mph
827 35

Selection of Contact Stress Distribution


These two databases are quite extensive and the selection of the appropriate
stress distribution for input to 3D-Move Analysis is not straightforward. In many
cases only a limited tire pressures and tire loads were covered. For example,
VRSPTA reports only one set of data for Goodyear G178/65R22.5 wide base tire
and this is case is for a tire pressure of 830 kPa and a tire load of 48 kN(refer
Table 1). On the other hand, it lists as many as seven sets of data for Goodyear
425/65R22.5 wide base tire under 700 kPa tire pressure and the loads varied
between 26 and 106 kN. A similar uneven database attributes issues exist with
the Kistler device also.
The nature of these databases required an innovative solution to zero-in on to the
representative contact stress distribution. The solution adopted in the software
developments is illustrated using menus presented below. Figure 23 shows a
menu in which the top left corner shows all the types tires for which the datasets
are available. Once a tire type has been selected (shown by highlight on top left
corner selection or list box), the measuring devices that have been used for this
tire type is subsequently displayed on the top right selection box. Once a selection
from this box is taken, the middle box will display the available tire
pressures. Subsequently, the bottom decision boxes come to live and the user is
prompted to make his/her choices here. The displays within these selection boxes
depend on the selection made in the previous boxes. Say for example, in the case
with VRSPTA database, only one speed (1.1km/h) will be displayed inside the
bottom left selection box, as the VRSPTA database is available only at this speed.
An intermediate tire load and the pavement-tire interface friction can also be
considered. A linear interpolation is used for the intermediate tire load and the
interpolation is allowed only within the range for which the data is available. Figure
24 displays the menu for the selection of axle configuration, once the tire type and
contact pressure distributions have been selected. This menu displays at the top
the type and other characteristics of the tire that have been selected thus far and
at the bottom prompts for axle configuration selections. Many choices, varying
from a single tire to tridem axle dual tire configuration can be specified using the
axle spacing parameters (S1, L1, and L2) shown.
Option D : Semi-Trailer Truck Including Vehicle Dynamics

Overview

This option initially calculates the load distribution on various tires of the 18-wheel
tractor-semitrailer during normal highway traffic and during braking. Braking
causes the vehicle to decelerate and the loads to transfer to the front of the
vehicle. In comparison with a two-axle vehicle, the braking characteristics of a
tractor-semitrailer are significantly more complex. For a given two-axle vehicle,
the load transfer is only a function of the deceleration rate, whereas for a tractor-
semitrailer, the load transfer during braking is dependent not only on the
deceleration rate, but also on the braking force of the semitrailer.

Braking causes the vehicle to decelerate, which causes load to transfer to the front
of the vehicle. The resulting axle load can be higher or lower than the initial static
load, depending on the location of the axle. Figure 25 shows the major forces
acting on an eighteen-wheel tractor-semitrailer during braking on a downward
sloping pavement. Since braking is the primary source of deceleration, the
aerodynamic drag and rolling resistance are neglected in this case.

The various axles include; the tractor steering axle, the tractor tandem axle (i.e.
drive axle), and the semitrailer tandem axle (i.e. trailer axle). In order to calculate
the normal load on each axle, the tractor and the semitrailer unit are considered
as free bodies separately and combined. The vertical, horizontal, and moment
equilibrium equations for the tractor, semitrailer unit, and tractor-semitrailer
combination can be derived as a function of truck loads and truck geometry
resulting in a total of eleven equilibrium equations, three characteristic equations,
and fourteen unknowns. By solving all fourteen equations, tire load can be
calculated as shown.
Tractor front axle (steering axle) is presented in following equations.

Tractor rear axles (drive axles) are presented in following equations.

Semitrailer axles (trailer axles) are presented in following equations.


The calculation of the normal loads on the various axles of the braking eighteen-
wheel truck requires the following characteristic properties be specified:

Application (treadle) versus actuation (chamber) pressure at each axle: the


application pressure is defined as the pressure produced at the output of the
treadle valve, whereas the actuation pressure is the pressure experienced at
the brake chamber. In the case where some sort of proportioning valve is
used, these two pressures will differ significantly.
Brake force versus actuation pressure for the brakes on each axle: the braking
force developed at the tire-road interface is determined by the actuation
pressure applied to each brake and the gain of each.

The braking force on individual wheels can be described by the following equation:

where,
Fb = Brake force;
Tb = Brake torque;
r = Tire rolling radius;
G= Brake gain;
Pac = Actuation pressure.
The extent to which vertical load is transferred during braking from the rear
tandem tires to the front tandem tires is called the dynamic load transfer
coefficient (). In addition, the load transfer coefficient has a value of 0.0 when
the loads on the front and rear tandem tires are equal (i.e.

In this option, dynamic load transfer coefficient is taken as zero. That means no
load transfer between tires of axle.
Calculation of Tire Loads
As described above, Tire loads are calculated by using equations presented
above. Figure 26 shows the input window for the truck dimension, brake system
properties and axle spacing with the default value.
The following Tables 2 and 3 show the default value used in the 3D-Move
Analysis.
Table 2 : Summary of Tractor and Semitrailer Sizes and Weights.

Tractor Properties

Center of gravity height, h1, inch 32.0

Center of gravity to steering axle distance, l1, inch 84.8

Wheelbase distance, L1, inch 224.4

Tandem axles spacing, c, inch 47.2

Tractor total weight, W1,lb 16,000

Static steering axle load, W s, lb 12,000

Static drive axle load, W d, lb 34,000

Semitrailer Properties

Center of gravity height, h2, inch 76.0

Center of gravity to front articulation distance, d2, inch 204.7

Wheelbase distance, L2, inch 370.1

Tandem axles spacing, c, inch 47.2

Semitrailer total weight (fully loaded), W 2,lb 64,000

Static trailer axle load, W t, lb 34,000

General Properties

Articulation height, h3, inch 49.0

articulation offset, d1, inch 15.3

Vehicle total Weight, W, lb 80,000


Table 3 :Summary of a U.S. Tractor-Semitrailer Brake System Properties.

Torque gain Pushout pressure


Truck unit Axle
(in-lb/psi) (psi)

Steering 1,322.5 13.5

Tractor Tandem leading drive 3,280.0 5.8

Tandem trailing drive 3,280.0 5.8

Tandem leading trailer 2,818.8 5.5


Semi-trailer
Tandem trailing trailer 2,818.8 5.5

Though all the equations are presented here for braking, in 3D-Move Analysis,
tire load is calculated for braking case and non-braking case.
Braking
For this option, user needs to input tractor-semi trailer properties, braking system
properties and axle spacing to calculate the tire loads. Once user finishes all
required input and calculated tire load will be displayed in another window for
each and every axle (Fig. 27).
Selection of Contact Pressure Distribution
Next step is to select the contact pressure distribution of tire and axle to be
analyzed.User needs to select which axle is to be analyzed and corresponding
axle load and braking friction coefficient will be displayed below the
selection. The 3D-Move Analysis allows user to select the contact pressure
distribution from two different option. They are:
1 Uniform contact pressure distribution;
2 Contact pressure distribution from database.
Uniform contact pressure distribution
In this case, contact pressure distribution is assumed to be uniform. User needs
to select the geometry of loaded area and input the tire pressure. Figure 28
shows the input window for the uniform contact pressure distribution
Contact pressure distribution from database
The selection of tire is similar to Option C. The difference is, tire load is already
calculated in this option. Depends on the selected axle, program will display
available tires. User needs to select the tire type, measurement device, tire
pressure and speed to generate the contact pressure distribution. Figure 29
shows the input window for this case.

Non-Braking

For this option, user needs to input tractor-semi trailer properties and axle spacing
to calculate the tire loads. Once user completes all required input, calculated the
tire load will be displayed in another window. For non-braking case, stopping
distance and vehicle speed at brake initiation are not needed to calculate the tire
load (Fig. 30).
Selection of Contact Pressure Distribution
Next step is to select the contact pressure distribution of tire and axle to be
analyzed.User needs to select which axle is to be analyzed and corresponding
axle load and rolling friction coefficient will be displayed below the selection. The
3D-Move Analysis allows user to select the contact pressure distribution from two
different option. They are:
1. Uniform contact pressure distribution;
2. Contact pressure distribution from database.
Uniform contact pressure distribution
In this case, contact pressure distribution is assumed to be uniform. User needs
to select the geometry of loaded area, input the tire pressure and rolling
friction. Program will generate contact pressure distribution, once user input tire
pressure. Figure 31 shows the input window for the uniform contact pressure
distribution.

Contact pressure distribution from database

The selection of tire is similar to Option C. The difference is, tire load is already
calculated in this option. Depends on the selection axle, program will display
available tires. User needs to select the tire type, measurement device, tire
pressure and speed to generate the contact pressure distribution and needs to
specify the rolling friction. Figure 32 shows the input window for this case.
Option E: Special Non-Highway Vehicles

Overview
This option allows user to create the uniform contact stress distribution for "Non-
Highway vehicles. The types of vehicles that have been included are: End Dump
Truck and Fork Lift. For each of these vehicles, there are many options (or Product
ID) and these vehicles are marketed by many different manufactures. The user
needs to select vehicle type and input the payload and percentage of load
distribution when loaded. Once user inputs those variables mentioned above,
program will calculate the axle load. Then user needs to specify axle which is to
be analyzed and loaded area shape to create the appropriate uniform contact
stress distribution for the selected axle.
End Dump Truck
The following types of end dump trucks are included in this option.

Belaz

2 Caterpillar

3 Komatsu

4 Terex
The required data for these type of end dump trucks are extracted from
manufacturers specification and compiled as table. This table is incorporated with
program and available to view. Figure 33 shows the input window for the end
dump truck. Whenever user selects the end dump truck, program will display
required variables with the default value to calculate the tire load associated with
the selection. Required parameters for the end dump truck are tire type, loaded
area, empty load, pay load and loading distribution as a percentage. User can
modify default parameter as required. But if user inputs a pay load which is higher
than allowable value, program will display the pay load in red color to indicate a
warning.
Once user completes the input for the first window (Fig. 33), program will allow the
user to move to next window by clicking Next button. In case of user does not
complete the input selection in first window(Fig. 33), program will not allow the
user to move to next window by disabling the Next button. The next step is to
select the contact stress distributions under the tires (Figure 34). This undertaking
requires initially inputting a choice for the axle for analysis and then providing
information for friction coefficient (needed for contact shear stress distribution) and
shape of the loaded area. From the tire load and contact area assigned in Fig. 33,
the contact pressure is determined internally and is displayed near the middle of
the window. The sizing for the contact area, depending on the shape selected
from the bottom of the window, is calculated internally along with the entire contact
stress distribution for the axle (one side of axle). This stress distribution is
assigned to the 3D-Move Analysis model.
Option F: User-Input Tire Configuration and Contact Pressure Distribution

This option allows the user to define any con tact pressure distribution. The
loaded area is located on X-Y plane (global, see Fig. 35) at the top surface. The
program uses Fourier Transform technique to decompose the loaded area into
harmonic components. Therefore, the program can handle any irregular loaded
area with uniform/non-uniform contact pressure distribution.

In general, the loaded area should be viewed as a rectangular mesh in the X-Y
plane, and the contact stress values can vary from point to point within the mesh
covering the loaded area. There are three components for the contact stresses:
the vertical stress, the longitudinal shear stress and the
transverse shear stress .

The user should select a loaded region that will contain the tire contact area and
enough quite zone in the X and Y-directions. Figure 35 shows a schematic
diagram for the loaded region represented by four tire contact areas, shown as
shaded shapes. The rest of the loaded area is quite zone. The loaded region
should be divided into small units according to a rectangular mesh, as shown in
Fig. 35. The length increments of the mesh are DX and DY in the X- and Y-
direction, respectively. The loaded region is always in the positive side of the X
and Y-axes.
The mesh should not be too fine or too coarse. Low values for DX and DY will lead
to a substantially large computer processing time and further the program may run
out of memory. So, the selection of the DX and DY values should be undertaken
with consideration given to processing time and the capacity of the computer.

Figure 36 shows the input window for this option. First user has to define the mess
size. Default value for DX and DY is 5 mm (or 0.1 in). Next step is to input the
vertical stress and shear stress in each node. In 3D-Move Analysis program, user
can input contact stress distribution by two options. Those two options are:
1. Loading Import from text file;
2. Loading Direct Input (Specify only Non-Zero Values).

Overview
Two type of materials can be assigned for the asphalt layer: elastic and
viscoelastic. The properties required for the elastic materials are Youngs modulus
E, Poissons ratio and damping ratio. The properties of the elastic material are
constant and they are not influenced by loading frequency. On the other hand, the
viscoelastic material properties are influenced by loading frequency.
List of materials for asphalt layer
Linear Elastic Materials
Viscoelastic materials
1. Dynamic Modulus data
2. Witczak Model
3. User defined materials
Linear Elastic Materials
The properties required for the elastic materials are: Youngs modulus E,
Poissons ratio and damping ratio. The properties of the elastic material are
constant and do not vary as a function of frequency. Figure 37 shows the input
window for linear elastic materials.
Poisson's ratio
Usually Poissons ratio of bituminous materials varies with temperature and it
ranges between 0.15 and 0.50. In 3D-Move Analysis, Poissons ratio can be
provided by one of the following options for the linear elastic materials:
1. Constant Poisson's ratio;
2. Poissons ratio from model.
Constant Poissons ratio
In this case, user needs to input a value for Poissons ratio between 0.01 and
0.495. Table 2 shows the typical Poissons ratio ranges for asphalt materials.
Table 2: Typical Value for Poissons Ratio
Temperature (F) Poissons ratio

<0 < 0.15

0 - 40 0.15 - 0.20

40 - 70 0.20 - 0.30

70 - 100 0.30 - 0.40

100 - 130 0.40 - 0.48

>130 0.45 - 0.48

Poissons ratio from model


In this case, Poissons ratio is estimated from following equation.

Where,
ac = Poissons ratio asphalt mixture at a specific temperature;
Eac = Modulus of asphalt mixture at a specific temperature, psi;
a,b = constants
And Typical value for a and b are;
a = -1.63, b = 3.84E-6
Figure 38 shows the input window for the Poisson's ratio from model.
Damping Ratio
For linear elastic materials, damping ratio will be constant. User needs to input
the value for damping ratio in the corresponding textbox.

Dynamic Modulus Data

In this option, properties of asphalt materials are defined by E* master


curves. Master curves are developed using the principle of time-temperature
superposition. These curves are constructed by shifting E* data with respect to
time until the curves merge into a single smooth curve at selected reference
temperature. Then using shift factors, E* curve for the analysis temperature is
constructed.
The dynamic modulus master curve can be represented by following sigmoidal
function.

where,
E*= dinamice modulus;
tr= time of loading at the reference temperature;
, = fitting parameters;
, = parameters?that describing the shape of the sigmoidal function;
for a given set of data
= minimum value of E*;
+ = maximum value of E*;

1. Asphalt Mixture Properties

To construct the master curve, laboratory test data along with asphalt binder
properties are required. Figure 40 shows the window for the E* inputs. User
needs to select the number of temperature and loading frequency, before inputs
the E* data. Program allows to user to input maximum six numbers of
temperature and loading frequency.

As shown in the Fig. 40, other input is reference temperature to develop the
master curve.
Damping Ratio
In 3D-Move Analysis, there are two options to input the damping ratio. They are:
1. Constant damping ratio;
2. Damping ratio from dynamic modulus data.

Constant Damping Ratio


In this case, user needs to specify value for damping ratio (Fig. 41).
Damping Ratio from Dynamic Modulus Data

If phase angle is measured in dynamic modulus test, then damping ratio can be
calculated from that data. Figure 42 shows the input window for the phase
angle.
Poisson's Ratio
Usually Poissons ratio of bituminous materials varies between 0.15 and 0.50,
depending on the temperature. In 3D-Move Analysis, Poissons ratio can be
provided by one of the three different options. They are:
1. Constant Poissons Ratio;
2. Poissons Ratio from Model;
3. Poissons Ratio Vs Loading frequency.
The following Fig. 43 shows the input window for Poisson's ratio:
Constant Poissons Ratio
In this case, user needs to input the value for Poissons ratio. Program allows an
input value between 0.01 and 0.495 for Poissons ratio. Table 4 shows the
typical Poissons ratio ranges for asphalt materials.
Table 4: Typical Value for Poissons Ratio.

Temperature (F) Poissons Ratio

<0 < 0.15

0 - 40 0.15 - 0.20
40 - 70 0.20 - 0.30

70 - 100 0.30 - 0.40

100 - 130 0.40 - 0.48

>130 0.45 - 0.48

Poissons Ratio from Model


In this case, Poissons ratio is estimated from following equation:

Where,
ac = Poissons ratio asphalt mixture at a specific temperature;
Eac = Modulus of asphalt mixture at a specific temperature, psi;
a,b = constants
Typical value for a and b are: a = -1.63, b = 3.84E-6

Poissons Ratio Vs Frequency


For this case, user can provide inputs for the Poissons ratio as a function of
frequency.

2. Asphalt Binder Properties


The master curve and shift factors also can be developed based on the
relationships between binder properties. These relationships are established
based on A and VTS. The following equation shows the relationship between A,
VTS, binder viscosity and temperature:
There are two levels of selection with the different options in 3D-Move Analysis
to calculate these values.
Level 1
In this level, actual laboratory test data are required to calculate the A and VTS
values. There are two options under this level. They are:
Superpave Binder test data;
Conventional Binder test data.

Superpave Binder Test Data


In this case, binder test data which consists of binder shear modulus (G*), phase
angle () and temperature (T) for loading rate of 1.59 Hz (10 rad/s) from
dynamic shear rheometer tests are required to estimate A and VTS. To get the
relationship between binder viscosities with temperature, first, binder stiffness will
be converted to viscosity at each temperature by using following equation:

where,
G* = binder complex shear modulus, Pa;
= binder phase angle, deg;
= binder viscosity, cP;
TR = temperature in Rankine at which the viscosity was estimated;
A, VTS = regression parameters.
Then using linear regression, A and VTS parameters will be calculated. Figure
44 shows the input window for this case. User needs to input shear modulus
(G*), phase angle and temperature. Program will calculate the A, VTS values
and display in the same window as shown in the figure.
Conventional Binder Test
In this case, conventional binder test data are used to calculate the A and VTS
values. The following Table 5 shows the conventional binder test and conversion
method to estimate viscosity.
Table 5: Type of Conventional Test.

Conversion to viscosity,
Test Temperature,C
Poise

Softening Point (P) 13000 Poise


Absolute Viscosity (P) 60 None

Kinematic Viscosity
135 Value x 0.948
(CS)

Penetration 25 See eqn. below

Brookfield Viscosity 135 None

The following equation is used to convert the penetration data to viscosity.

Where
= Binder Viscosity (Poise);
Pen = penetration for 100 g, 5 sec loading, mm/10.

The following Fig. 45 shows the input window for the conventional test data.
Level 2
In this level, A and VTS are estimated from binder grading. If no test data are available,
then user can select this level. There are three options available to calculate the A and
VTS values. They are:
Superpave Binder Grade;
Conventional AC Grade;
Conventional Penetration Grade.

Superpave Binder Grade


Superpave binder grade depends on the high and low temperature of the pavement.
The recommended values for A and VTS are based on the grading and they are shown
in the following Tables 6 and 7.
Table 6: Recommended RTFO A and VTS Parameters Based on Asphalt PG Grade.

High Low Temperature Grade (C)


Temp.
-10 -16 -22 -28
Grade (C)
VTS A VTS A VTS A VTS A

46

52 -4.570 13.386 -4.541 13.305 -4.342 12.755 -4.012 11.840

58 -4.1712 12.316 -4.147 12.248 -3.981 11.787 -3.701 11.010

64 -3.842 11.432 -3.822 11.375 -3.680 10.980 -3.440 10.312

70 -3.566 10.690 -3.548 10.641 -3.426 10.299 -3.217 9.715

76 -3.331 10.059 -3.315 10.015 -3.208 9.715 -3.024 9.200

82 -3.128 9.514 -3.114 9.475 -3.019 9.209 -2.856 8.750

Table 7: Recommended RTFO A and VTS Parameters Based on Asphalt PG Grade.

High Low Temperature Grade (C)

Temp. -34 -40 -46


Grade (C) VTS A VTS A VTS A

46 -3.901 11.504 -3.393 10.101 -2.905 8.755

52 -3.602 10.707 -3.164 9.496 -2.736 8.310

58 -3.350 10.035 -2.968 8.976

64 -3.134 9.461 -2.798 8.524

70 -2.948 8.965 -2.648 8.129

76 -2.785 8.532
82 -2.642 8.151

The following Fig. 46 shows the input window for superpave binder grade.

Conventional AC Grade
The recommended values for A and VTS based on the AC grading are shown in
the following Table 8.
Table 8: Recommended RTFO A and VTS Parameters Based on Asphalt
Viscosity Grade.
Grade A VTS

AC - 2.5 11.5167 -3.8900

AC - 5 11.2614 -3.7914

AC - 10 11.0134 -3.6954

AC - 20 10.7709 -3.6017

AC - 30 10.6316 -3.5480

AC - 40 10.5338 -3.5104

The following Fig. 47 shows the input window for conventional AC grade.
Conventional Pen Grade
The recommended values for A and VTS based on the Pen grading are shown in the
following Table 9.
Table 9: Recommended RTFO A and VTS Parameters Based on Asphalt Viscosity
Grade.

Grade A VTS

40 - 50 10.5254 -3.5047

60 - 70 10.6508 -3.5537
85 - 100 11.8232 -3.6210

120 - 150 11.0897 -3.7252

200 - 300 11.8107 -4.0068

The following Fig. 48 shows the input window for conventional penetration grade.

3. E* Master Curve Development


3D-Move Analysis uses 3rd party tool to construct E* master curve. In 3D-Move
Analysis, if user completes all the required inputs for master curve, Update
Graph will be enabled by the program (Fig. 49). By clicking this button, user
initiates the 3rd party tool to develop the master curve. Once it completes the
calculation, program will display the master curve in the same window.

Next step is to develop E* curve at analysis temperature (Fig. 50). Once user
inputs the analysis temperature, program will display the E* curve associated
with the analysis temperature on the same window.
Witczak Model
If no test data are available, then user can use this option to develop E* curve.
This option uses predictive equation to develop the master curve. This equation
has the ability to predict the dynamic modulus of asphalt mixtures as a function
of temperature, rates of loading, and aging conditions from information that is
readily available from material specifications or volumetric design of the
mixture. The predictive equation is shown in below:
Where,
E* = Dynamic Modulus, psi;
= bitumen viscosity, 106 Poise;
f = loading frequency, Hz;
Va = air void content, %;
Vbeff = effective bitumen content, % by volume;
34 = cumulative % retained on the 3/4 sieve;
38 = cumulative % retained on the 3/8 sieve;
4 = cumulative % retained on the No. 4 sieve;
200 = cumulative % retained on the No. 200 sieve?

1. Asphalt Mixture Properties


Aggregate Gradation and Volumetric Properties
Figure 51 shows the input window for the mixture properties.
Poisson's Ratio
Usually Poissons ratio of bituminous materials varies between 0.15 and 0.50 as
a function of temperature. In 3D-Move Analysis, Poissons ratio can be provided
by one of the three different options. They are:
1. Constant Poissons ratio;
2. Poissons ratio from model;
3. Poissons ratio Vs Loading frequency.
The following Fig. 52 shows the input window for Poisson's ratio.

Constant Poissons Ratio


In this case, user needs to input the value for Poissons ratio. Program allows
value between 0.01 and 0.495 for Poissons ratio. Table 10 shows the typical
Poissons ratio ranges for asphalt materials.
Table 10: Typical Value for Poissons Ratio

Temperature (F) Poissons ratio


<0 < 0.15

0 - 40 0.15 - 0.20

40 - 70 0.20 - 0.30

70 - 100 0.30 - 0.40

100 - 130 0.40 - 0.48

>130 0.45 - 0.48

Poissons Ratio from Model


In this case, Poissons ratio is estimated from following equation:

where,
ac = Poissons ratio asphalt mixture at a specific temperature;
Eac = Modulus of asphalt mixture at a specific temperature, psi;
a,b = constants
Typical value for a and b are: a = -1.63, b = 3.84E-6

Poissons Ratio Vs Frequency


For this case, user can provide inputs for the Poissons ratio as a function of
frequency.

2. Asphalt Binder Properties


The master curve and shift factors can be also be developed based on
relationships between binder properties . These relationships are established by
calculating A and VTS. The following equation shows the relationship between
A, VTS, binder viscosity and temperature:

There are two levels of selection with the different options in 3D-Move Analysis
to calculate these values.

Level 1
In this level, actual laboratory test data are required to calculate the A and VTS
values. There are two options under this level. They are:
Superpave Binder Test Data;
Conventional Binder Test Data.

Superpave Binder Test Data


In this case, binder test data which consists of binder shear modulus (G*), phase
angle () and temperature (T) for loading rate of 1.59 Hz (10 rad/s) from
dynamic shear rheometer tests are required to estimate A and VTS. To get the
relationship between binder viscosities with temperature, first, binder stiffness will
be converted to viscosity at each temperature by using following equation:

where,
G* = binder complex shear modulus, Pa;
= binder phase angle, deg;
= binder viscosity, cP;
TR= temperature in Rankine at which the viscosity was estimated;
A, VTS = regression parameters
Then using linear regression, A and VTS parameters will be calculated. Figure
53 shows the input window for this case. User needs to input shear modulus
(G*), phase angle and temperature. Program will calculate the A, VTS values
and display in the same window as shown in Fig. 53.

Conventional Binder Test Data


In this case, conventional binder test data are used to calculate the A and VTS
values. The following Table 11 shows the conventional binder test and
conversion method to estimate viscosity.
Table 11: Type of Conventional Test
Conversion to viscosity,
Test Temperature,C
Poise

Softening Point (P) 13000 Poise

Absolute Viscosity (P) 60 None

Kinematic Viscosity
135 Value x 0.948
(CS)

Penetration 25 See eqn. below

Brookfield Viscosity 135 None

The following equation is used to convert the penetration data to viscosity.

Where
= binder viscosity , Poise;
Pen = penetration for 100 g, 5 sec loading, mm/10.

The following Fig. 54 shows the input window for the conventional test data.
Level 2
In this level, A and VTS are estimated from binder grading. If no test data are
available, then user can select this level. There are three options available to
calculate the A and VTS values. They are:
Superpave Binder Grade;
Conventional AC Grade;
Conventional Penetration Grade.
Superpave Binder Grade
Superpave binder grade depends on the high temperature and low temperature
of the pavement. The recommended values for A and VTS value based on the
grading are shown in the following Tables 12 and 13.
Table 12: Recommended RTFO A and VTS Parameters Based on Asphalt PG
Grade.

High Low Temperature Grade (C)


Temp. -10 -16 -22 -28
Grade
(C) VTS A VTS A VTS A VTS A

46

52 -4.570 13.386 -4.541 13.305 -4.342 12.755 -4.012 11.840

-
58 12.316 -4.147 12.248 -3.981 11.787 -3.701 11.010
4.1712

64 -3.842 11.432 -3.822 11.375 -3.680 10.980 -3.440 10.312

70 -3.566 10.690 -3.548 10.641 -3.426 10.299 -3.217 9.715

76 -3.331 10.059 -3.315 10.015 -3.208 9.715 -3.024 9.200

82 -3.128 9.514 -3.114 9.475 -3.019 9.209 -2.856 8.750

Table 13: Recommended RTFO A and VTS Parameters Based on Asphalt PG


Grade.

High Low Temperature Grade (C)

Temp. -34 -40 -46


Grade (C) VTS A VTS A VTS A

46 -3.901 11.504 -3.393 10.101 -2.905 8.755

52 -3.602 10.707 -3.164 9.496 -2.736 8.310


58 -3.350 10.035 -2.968 8.976

64 -3.134 9.461 -2.798 8.524

70 -2.948 8.965 -2.648 8.129

76 -2.785 8.532

82 -2.642 8.151

The following Fig. 55 shows the input window for Superpave binder grade.
Conventional AC Grade

The recommended values for A and VTS value based on the AC grading are
shown in the following Table 14.
Table 14: Recommended RTFO A and VTS Parameters Based on Asphalt
Viscosity Grade.

Grade A VTS

AC - 2.5 11.5167 -3.8900

AC - 5 11.2614 -3.7914

AC - 10 11.0134 -3.6954

AC - 20 10.7709 -3.6017

AC - 30 10.6316 -3.5480

AC - 40 10.5338 -3.5104

The following Fig. 56 shows the input window for conventional AC grade.
Conventional Pen Grade
The recommended values for A and VTS based on the Pen grading are shown
in the following Table 15.
Table 15: Recommended RTFO A and VTS Parameters Based on Asphalt
Viscosity Grade.

Grade A VTS

40 - 50 10.5254 -3.5047
60 - 70 10.6508 -3.5537

85 - 100 11.8232 -3.6210

120 - 150 11.0897 -3.7252

200 - 300 11.8107 -4.0068

The following Fig. 57 shows the input window for conventional penetration grade.
3. E* Curve at Analysis Temperature
Next step is to develop E* curve at analysis temperature (Fig. 58). Once user
inputs the analysis temperature, program will display the E* curve associated
with the analysis temperature on the same window.

User Defined Materials


This option allows user to input the E*, Poissons ratio and damping ratio as a
function of frequency. Fig. 59 shows the input window for this option.
Unbound Materials
The required properties for unbound materials are resilient (Youngs) modulus,
Poissons ratio, damping ratio and unit weight (required only for dynamic
analysis). Figure 60 shows the input window for unbound materials.
As shown in the Fig. 60, there are many standard type materials available for
unbound materials. The following Table 16 shows the available material type for
unbound material.

Table 16: Typical Modulus Values for Unbound Materials.


Materials Classification E Range (psi) Typical E (psi)

A-1-a 38500 - 42000 40000

A-1-b 35500 - 40000 38000

A-2-4 28000 - 37500 32000

A-2-5 24000 - 33000 28000

A-2-6 21500 - 31000 26000

A-2-7 21500 - 28000 24000

A-3 24500 - 35500 29000

A-4 21500 - 29000 24000

A-5 17000 - 25500 20000

A-6 13500 - 24000 17000

A-7-5 8000 - 17500 12000

A-7-6 5000 - 13500 8000

CH 5000 - 13500 8000

MH 8000 - 17500 11500

CL 13500 - 24000 17000

ML 17000 - 25500 20000

SW 28000 - 37500 32000

SP 24000 - 33000 28000

SW-SC 21500 - 31000 25500

SW-SM 24000 - 33000 28000


SP-SC 21500 - 31000 25500

SP-SM 24000 - 33000 28000

SC 21500 - 28000 24000

SM 28000 - 37500 32000

GW 39500 - 42000 41000

GP 35500 - 40000 38000

GW-GC 28000 - 40000 34500

GW-GM 35500 - 40500 38500

GP-GC 28000 - 39000 34000

GP-GM 31000 - 40000 36000

GC 24000 - 37500 31000

GM 33000 - 42000 38500

User can select modulus values from standard material list or can input CBR or
R value to estimate the modulus value. The following equations are used to
estimate the modulus value from R and CBR values:

where ,
E = Young's Modulus , psi;
CBR = California Bearing ratio;
R = Resistance Value.
PERFORMANCE MODEL
The development of a mechanistic empirical performance prediction model
involves two primary steps. The first step is to calculate the load-induced
pavement responses using a mechanistic model that incorporates either elastic
or viscoelastic material properties. The second step is to empirically relate the
calculated pavement response to measured field performance. The form of the
relationship that relates response to performance is often established based on
laboratory measurements. There are a handful of well-documented pavement
prediction models. 3D-Move Analysis is equipped with two pavement prediction
models: NCHRP 1-37A and VESYS performance models. These models
primarily have cracking and rutting distress modes. Cracking distress is predicted
in terms of damage index, which is a mechanistic parameter representing the
load associated damage within the pavement structure.

The type of performance evaluation is chosen from Performance Models option


that is available in the 3D-Move Analysiss main window (Fig. 61).
Figure 62 shows the input window for NCHRP 1-37A and VESYS performance
models. As shown in the Fig. 62, if the NCHRP 1-37A performance model is
selected, user needs to input the limiting values and reliability. Once user input
all the required information, program will internally generate the needed critical
locations (response points) where responses are needed for the performance
analysis.

NCHRP 1-37A performance prediction model consists of six distresses modes:

1. AC Top Down Cracking;


2. AC Bottom Up Cracking;
3. AC Rutting;
4. Base Rutting;
5. Subbase Rutting;
6. Subgrade Rutting.

Figure 63 shows the input window for NCHRP 1-37A Performance Model. As
shown in the Fig. 63, pavement layers are listed in the left side of window while
corresponding failure modes are displayed on the top right of the window. In
each failure mode, empirical equations that relate pavement response to
performance analysis will be shown on the top of the window. Nationally
calibrated models for each failure modes are incorporated in the program.
Though, user can input own regression coefficients (modal parameters) value for
each model by selecting User Defined Model option.
VESYS MODEL

The VESYS computer model can predict the structural responses and the integrity of
flexible pavements. In the 3D-Move Analysis, VESYS performance model has four
failure modes. They are:

1. Fatigue Cracking;
2. Layer Rutting;
3. System Rutting;
4. Roughness.

Figure 64 shows the input window for VESYS Performance Model. As shown in
the Fig. 64, pavement layers are listed in the left side of the window while
corresponding failure modes are displayed on the top right of the window.
Example A
1. Problem Description
In this example, the road section given in Fig. A.1 subjected to a dual tandem
loading is analyzed for static case. The material properties and pavement layer
section details are given below.

A Summary of the inputs to the analysis is:


1. Analysis Case - Static

2. Thickness of Layers
AC Layer - 6
CAB Layer - 8
Subgrade - 240

3. Materials Properties
AC Layer
Elastic (Youngs) Modulus, E - 122,000 psi
Poissions Ratio, - 0.4
Damping Ratio, - 0.0
CAB Layer
Youngs Modulus, E - 48,000 psi
Poissions Ratio, - 0.4
Damping Ratio, - 0.0

Subgrade
Elastic (Youngs) Modulus, E - 25,000 psi
Poissions Ratio, - 0.4
Damping Ratio, - 0.0

4. Axle/Tire Configuration and Contact Pressure Distribution


Longitudinal Spacing between Axles, L1 - 48
Transverse Spacing between Tires, S1 - 14.57
Dual tire tandem loading
No of Tires - 4
Total, Axle Load - 20.2 kips (5.05 kips/tire)
Tire Pressure - 125 psi (Uniform)

5. Points where the Responses are to be Evaluated


Bottom of AC Layer
1. At edge of tire
2. At center of tire
Top of subgrade
1. At edge of tire
2. At center of tire

2 Step-by-Step Guide to 3D-Move Analysis


Step 1: Open 3D-Move Analysis
3D-Move Analysis program can be opened in two ways:
1. By clicking Start > Programs > UNR > 3D-Move Analysis.
2. By clicking 3D-Move Analysis shortcut in Desktop.
Once program is opened, an initial welcome window will be displayed (Fig. A.2).

Step 2: Getting Started with a New Project


Click File > New from the menu bar to create a new project (Fig. A.3).
In the Project Name textbox, specify a project name. (e.g., Example A). The
Project Folder is the location where the input and output files related to this
project are stored. The Project Folder location can be changed by clicking
Browse.
In the case of uploading an existing project that has been stored from past
work, click File > Open from the menu bar and specify an existing filename.
Once a new project is created, the main window is capable to accept the inputs
(Fig. A.4).
The 3D-Move Analysis program is capable in analyzing a problem in any one of
the two different unit systems. They are:
1. US Customary Units (in, lb, F, mph);
2. SI Units (m, kN, C, km/h).
A user needs to define the unit system to be used with the problem under
consideration.
The unit system can be changed by clicking Tools > Units from the menu
bar. By default, unit system is set to US Customary units. Since this example is
in US Customary Units system,
there is no need to change the units.

Step 3: Site/ Project Identification


To input the Site/Project information, click Site/ Project Identification in the
main window shown in Fig. A.4 and this will display Fig. A.5.
Here the user is prompted to input the project details. Once all inputs are
provided, click OK to accept the changes made.
Step 4: Type of Analysis
To define the analysis type, click Static/Dynamic Analysis in the main
window (Fig. A.6).

The default is Static Analysis. Since this example is a static case, click OK
to accept the selection.

Step 5: Axle Configuration and Contact Pressure Distribution

To specify the vehicle loading condition, click Axle Configuration and


Contact Pressure Distribution in the main window (Fig. A.7).
Figure A.7 shows six options (Option A through F). The user should
investigate whether the case being considered is already included as one of the
Pre-Defined Load Cases.
If this is the case, the input effort will be much simpler. It may be noted the
case being considered is a Pre-Defined Load Case.
To view all Pre-Defined Load Cases, click the Option A: Pre-Defined Load
Cases in the window shown in Fig. A.7 and this will display Fig. A.8.
It becomes clear that, the case being considered is Load Case 1. Therefore,
select Load Case 1 and click OK to assign this load case.

Step 6: Pavement Structure


Details on Pavement Structures can be input by clicking Pavement Structure
in the main window (Fig. A.9).

As shown in Fig. A.9, OK button will not be activated until all required inputs are
provided.
Click Add to add as many pavement layers as necessary. By clicking Add
three times the table shown in Fig. A.10 has been created.
Layer No.1 is the HMA layer and its thickness is 6. Input this information for
Layer No.1. The layer types can be selected from drop-down menu found under
Layer Type.
Choose Asphalt as Layer Type for Layer No. 1 and specify its thickness.
Choose Base as Layer Type for Layer No. 2 and specify its thickness.
Similarly, choose Subgrade as Layer Type for Layer No. 3. Figure A.10
shows the Pavement Structure window after completing the all required inputs.
Click the OK to accept the changes made.
Once OK is clicked, all these layers will appear under the Pavement Layer
Properties in the main window (Fig. A.11).
It may be noted that all other information related to the project that has been
input thus for will also be displayed on right in the main window.
Step 7: Pavement Layer Properties
Layer 1
The materials properties can be entered by clicking each layer displayed
under the Pavement Layer Properties in the main window.
Click the Layer 1- Asphalt to activate the Pavement Layer Properties
Layer 1 window (Fig. A.12).

As shown in Fig. A.12, there are two types of asphalt material characterization
available. They are:
Linear elastic materials;
Viscoelastic materials.
Since the asphalt layer in this example is to be considered as a linear elastic
material, click Linear Elastic Material to activate the window for linear elastic
materials (Fig. A.13).

In this window,
Enter 122,000 for the Youngs modulus.
Enter 0.0 for damping ratio.
Click the Constant Poissions Ratio and type 0.4 in corresponding textbox.
Then click OK to accept the changes made.
Layer 2 and Layer 3
Since the material type of Layer 2 and Layer 3 is unbound material, the input
window is different from the input window of asphalt materials.
Click Layer 2 Base from the main window to activate the Pavement Layer
Properties Layer 2 window (Fig. A.14).
Since Youngs modulus is available for this layer, there is no need to select
the material type from Standard Material List.
To input the Youngs modulus, click Youngs Modulus and enter 48000 in the
textbox.
Similarly, enter 0.4 for the Poissions ratio and 0.0 for the damping ratio in the
corresponding textboxes, respectively.
Then click OK to accept the changes made.
Similarly, input the layer properties for the Layer 3.

Step 8: Response Points


Response Points are locations where the pavement responses are needed.
To define the response points, click Response Points in the main window
(Fig. A.15).
Since four response points are to be specified, click Add four times to add
four rows in the table (See left of Fig. A.15).
From the axle configuration shown in right of the Fig. A.15, coordinates of the
edge of the rear tire are X= 3.543 and Y=0. Similarly, the coordinates of the
center of the rear tire
are X=3.543 and Y=3.543. It may be noted that the responses at a point
located at an interface of two different materials can be different.
To specify the response at the top of the bottom layer add 0.00001 m to the Z-
Coordinate.
Enter 3.543 for X, 0 for Y and 6 for Z in the first row of table.
Enter 3.543 for X, 3.543 for Y and 6 for Z in the second row of table.
Enter 3.543 for X, 0 for Y and 14.0001 for Z in the third row of table.
Enter 3.543 for X, 3.543 for Y and 14.0001 for Z in the fourth row of table.
Then click the OK button to accept the changes made.

Step 9: Run Analysis


Since all the inputs are provided, Run Analysis is activated as shown in Fig.
A.16.
Click Run Analysis to perform the response analysis. Figure A.17 shows the
main window while running.
Step 10: Input Summary Microsoft Excel Format
3D-Move Analysis will create comprehensive input and output summary files in
Microsoft Excel Format after completing the execution.
Input Summary Excel File can be accessed by clicking titles under Input
Summary in the main window.
Figure A.19 shows the Microsoft Excel file activated with the Project
Information option.

Step 11: Output Summary (Text Format and Microsoft Excel Format)
The output files can be accessed by clicking the titles under Output Summary in
the main window.
Click Text Mode (Notepad) in the main window to open the output in the
text mode (Fig. A.20).

Similarly, click Tabular Mode (Excel files) in the main window to open the
output in Microsoft Excel mode (Fig. A.21).

In case other responses such as Shear Stresses or Normal Strains are needed,
the appropriate tab at the bottom should be clicked.
Example B
1. Problem Description
In this example, the road section given in the Fig. B.1 is subjected to a dual
tandem loading is analyzed under dynamic case (vehicle speed of 20 mph).
The material properties and pavement layer section details are given below.

Fig. B.1: Layout of the Road Section and Material Properties.

A Summary of the inputs to the analysis is:


1. Analysis Case - Dynamic

2. Thickness of Layers
AC Layer - 6
CAB Layer - 8
Subgrade - 240
3. Materials Properties
AC Layer
? Use Complex Youngs Modulus, E* and Phase angle, from dynamic
modulus test data

Table B.1: Dynamic Modulus Data

Mixture |E*|, (psi)


Temperature, (F)
25 Hz 10 Hz 5 Hz 1 Hz 0.5 Hz 0.1 Hz

40 2066667 1873333 1718667 1346000 1182000 813000

70 860067 671967 540100 308600 225150 98700

100 182933 121750 82250 26850 18400 9300

130 41767 24633 16700 8267 6833 5200

Table B.2: Phase Angle Data,

Mixture Phase Angle, (Deg)


Temperature, (F)
25 Hz 10 Hz 5 Hz 1 Hz 0.5 Hz 0.1 Hz

40 9.46 11.11 12.43 16.61 18.82 25.03

70 25.60 29.06 32.28 38.42 39.65 41.07

100 43.56 43.83 43.34 41.16 39.04 32.64

130 43.29 39.94 37.43 30.62 27.33 19.77

? Analysis Temperature - 110F


? Poissions ratio, - 0.4
? Binder Grade - PG 58 - 28

CAB Layer
? Youngs Modulus, E - 48,000 psi
? Poissions Ratio, - 0.4
? Damping Ratio, - 0.0

Subgrade
Elastic (Youngs) Modulus, E - 25,000 psi
Poissions Ratio, - 0.4
Damping Ratio, - 0.0

4. Axle/Tire Configuration and Contact Pressure Distribution


Longitudinal Spacing between Axles, L1 - 48
Transverse Spacing between Tires, S1 - 14.57
Dual tire tandem loading
? No of Tires - 4
? Total Axle Load - 20.2 kips (5.05 kips/tire)
? Tire Pressure - 125 psi (Uniform)

5. Points where the Responses are to be Evaluated


Bottom of AC Layer
1. At edge of tire
2. At center of tire
Top of subgrade
1. At edge of tire
2. At center of tire

2 Step-by-Step Guide to 3D-Move Analysis


Step 1: Open 3D-Move Analysis
3D-Move Analysis program can be opened in two ways:
1. By clicking Start > Programs > UNR > 3D-Move Analysis.
2. By clicking 3D-Move Analysis shortcut in Desktop.
Once program is opened, an initial welcome window will be displayed (Fig. B.2).

Step 2: Getting Started with a New Project


Click File > New from the menu bar to create a new project (Fig. B.3).
In the Project Name textbox, specify a project name. (e.g Example B). The
Project Folder is the location where the input and output files related to this
project are stored. The Project Folder location can be changed by clicking
Browse.
In the case of uploading an existing project that has been stored from past
work, click File > Open from the menu bar and specify an existing filename.
Once a new project is created, the main window is capable to accept the inputs
(Fig. B.4).
The 3D-Move analysis program is capable in analyzing a problem in any one of
the two different unit systems. They are:
1. US Customary Units (in, lb, F, mph);
2. SI Units (m, kN, C, km/h).
A user needs to define the unit system to be used with the problem under
consideration.
The unit system can be changed by clicking Tools > Units from the menu
bar. By default, unit system is set to US Customary units.
Since this example is in US Customary Units system, there is no need to
change the units.

Step 3: Site/ Project Identification


To input the Site/Project information, click Site/ Project Identification in the
main window shown in Fig. B.4 and this will display Fig. B.5.
Here the user is prompted to input the project details. Once all inputs are
provided, click OK to accept the changes made.
Step 4: Type of Analysis
To define the analysis type, click Static/Dynamic Analysis in the main
window (Fig. B.6).

The default is Static Analysis. Since this example is dynamic case, click the
Dynamic Analysis and enter 20 for vehicle speed.
Then click OK to accept the changes.

Step 5: Axle Configuration and Contact Pressure Distribution


To specify the vehicle loading condition, click Axle Configuration and Contact
Pressure Distribution in the main window (Fig. B.7).
Since the loading is non-uniform, click Option C: User Selected Tire
Configuration and Contact Pressure Distribution from Database in the
window shown in Fig. B.7 and this will display Fig. B.8.
Fig. B.8: Option C: User selected Tire Configuration and Contact Pressure
Distribution from Database.
The user can select a contact pressure distribution from a database from two
sets of data, which are the work of de Beer and Fisher (1997) and Sime and
Ashmore (1999).
This database is quite extensive and the selection of appropriate stress
distribution for input to 3D-Move Analysis is not straight forward.
For example, only normal stress distributions are available in many cases, while
normal and shear contact stress distributions are available for all de Beer and
Fisher (VRSPTA) data.
An innovative solution has been adopted to zero-in on the representative
contact stress distribution that the user can select based on many attributes.
It may be noted that once a Tire Type has been selected, only data that
available for that tire will be presented in the list boxes on the window.
As a start,
Select GoodYear 295/75 R22.5 as tire type.
Select Kistler (Dual Tire Mode) as measurement device.
Select 119.9 psi as tire pressure.
Select 20 mph as average speed.
Select 5620 lb as tire load.
Check Rolling Friction Coefficient and Specify a Value to enter friction
coefficient as 0.3 in corresponding textbox as shown in Fig. B.8.
Then click Next to define the axle configuration (Fig. B.9).
Fig. B.9 shows the window to define the axle configuration. This window will
display the selected items in the previous windows (Fig. B.8) in the top part of the
window.
In the bottom of the window, axle configuration has to be specified.
Enter values for L1, L2 and S1 as 48, 0, and 14.57 respectively.
Once all the required inputs are provided in this window, click OK to accept
the changes made in this window.
Step 6: Dynamic Loading Coefficient
Since this problem is analyzed as a dynamic case, it is possible to include the
role of the dynamic variation of the tire load as it traverses the pavement.
This influence can be incorporated into the 3D-Move Analysis Solutions by using
Dynamic Load Coefficient (DLC).
Click Vehicle Suspension and Road Roughness in the main window to
specify a Dynamic Loading Coefficient (Fig. B.10).

If dynamic variation in tire load is not to be considered, accept the default


value of DLC = 0.0 by clicking OK. If a DLC value is to specified,
? Click the DLC from Database.
? Select Air Bag as vehicle suspension type.
? Select Sweatman (1983) as source of data.
? Select Rough as road roughness type.
? Once all inputs are provided, DLC value will be displayed in the textbox as
shown in Fig. B.10. Then Click OK to accept the changes made.

Step 7: Pavement Structure


Details on Pavement Structures can be input by clicking Pavement Structure
in the main window (Fig. B.11).

As shown in Fig. B.11, OK button will not be activated until all required inputs
are provided.
? Click Add to add as many pavement layers as necessary. By clicking Add
three times the table shown in Fig. B.12 has been created.
? Layer No.1 is the HMA layer and its thickness is 6. Input this information for
Layer No.1. The layer types can be selected from drop-down menu found under
Layer Type.
? Choose Asphalt as Layer Type for Layer No. 1 and specify its thickness.
? Choose Base as Layer Type for Layer No. 2 and specify its thickness.
? Similarly, choose Subgrade as Layer Type for Layer No. 3. Fig. B.12 shows
the Pavement Structure window after completing the all required inputs.
? Click the OK to accept the changes made.
Once OK is clicked, all these layers will appear under the Pavement Layer
Properties in the main window (Fig. B.13).
It may be noted that all other information related to the project that has been
input thus for will also be displayed on right in the main window.
Step 8: Pavement Layer Properties
Layer 1
The materials properties can be entered by clicking each layer displayed
under the Pavement Layer Properties in the main window.
Click the Layer 1- Asphalt to activate the Pavement Layer Properties
Layer 1 window (Fig. B.14).

As shown in Fig. B.14, there are two types of asphalt materials


characterization available. They are:
? Linear elastic materials;
? Viscoelastic materials.
Since asphalt layer in this example is considered as viscoelastic materials,
click the Viscoelastic Materials,Laboratory Data and then choose
Symmetrical Sigmoidal Function to activate the window (Fig. B.15).
Dynamic modulus data available for this asphalt layer are for six frequencies
at four different temperatures. Therefore,
? Change the No. of Temperatures to 4.
? Change the No. of Frequencies to 6.
? Then enter values for E*, temperature and frequencies in the table as shown
in Fig. B.15.
? Enter 70 for reference temperature.
Damping Ratio and Poissions Ratio
To define the damping ratio and Poissions ratio, click Damping Ratio and
Poissions Ratio tab to activate the window as shown in Fig. B.16.

For this example, since damping ratio is to be calculated from dynamic


modulus data, click Damping Ratio from Dynamic Modulus Data to activate
the
table shown in the Fig. B.16 and enter the phase angles in the table shown in
Fig. B.16.
Check the Constant Poissions Ratio and type 0.4 in the textbox.

Asphalt Binder Properties


To define the asphalt binder properties, click Asphalt Binder Properties tab
to activate the window (Fig. B.17).
The binder grade of Layer 1 is given as PG58-28. Therefore,
? Change the Input Level to 2.
? Click Superpave Binder Grade.
? Then select 58 for highest temperature.
? Select -28 for lowest temperature.
Binder parameters, A and VTS values for the corresponding selection of
temperatures will be displayed at the bottom of the same window (Fig. B.17).
E* Master Curve
To develop E* master curve for the corresponding dynamic modulus data and
asphalt binder properties, click |E*| Master Curve tab to activate the window
(Fig. B.18).
At the beginning, only E* curves will be displayed in the right side of the
window (Fig. B.18).
Click Update Graph to develop the master curve. The master curve will be
displayed to the right of E* curves (Fig. B.19).
.
E* Curve at Analysis Temperature
To develop the E* curve at the analysis temperature, click the Asphalt
General tab to activate the window (Fig. B.20).
Enter 110 for analysis temperature and 0.0811 for unit weight. While entering
the value for analysis temperature, E* curve for the analysis temperature
will be displayed with the master curve.
Then click OK to accept the changes made.
Layer 2 and Layer 3
Since the material type of Layer 2 and Layer 3 is unbound material, the input
window is different from the input window of asphalt materials.
Click Layer 2 Base from the main window to activate the Pavement Layer
Properties Layer 2 window (Fig. B.21).
Since Youngs modulus is available for this layer, there is no need to select
the material type from Standard Material List.
To input the Youngs modulus, click Youngs Modulus and enter 48000 in the
textbox.
Similarly, enter 0.4 for the Poissions ratio, 0.0 for the damping ratio and
0.0663 for the unit weight in the corresponding textboxes, respectively.
Then click OK to accept the changes made.
Similarly, input the layer properties for the Layer 3.

Step 9: Response Points


To define the response points, click the Response Points in the main window
(Fig. B.22).

Since four response points are to be specified, click Add four times to add
four rows in the table. (See left of Fig. B.22)
From the axle configuration shown in the right of the Fig. B.22, coordinates of the
edge of the rear tire is Y = 0. Similarly, the coordinates of the center of the rear
tire is Y = 4.62.
It may be noted that, the responses at a point located at an interface of two
different materials can be different. To specify the response at the top of the
bottom layer add 0.0001 m to the Z-Coordinate.
? Enter 0 for Y and 6 for Z in the first row of table.
? Enter 4.62 for Y and 6 for Z in the second row of table.
? Enter 0 for Y and 14.001 for Z in the third row of table.
? Enter 4.62 for Y and 14.001 for Z in the fourth row of table.
? Then click OK to accept the changes made.

Step 10: Run Analysis


Since all the inputs are provided, Run Analysis is activated as shown in Fig.
B.23.
Click Run Analysis to perform the response analysis. Fig. B.24 shows the main
window while running.
Step 11: Input Summary Excel Format
3D-Move Analysis will create comprehensive input and output summary files in
Microsoft Excel Format after completing the execution.
Input summary Excel file can be accessed by clicking titles under Input
Summary in the main window.
Fig. B.26 shows the Microsoft Excel file activated with the Project
Information option.
Step 12: Output Summary (Text Format, Microsoft Excel Format and
Graphical Format)
For dynamic analysis, output can be accessed in three different ways.
1. Text Mode (Notepad);
2. Tabular Mode(Excel File);
3. Graphical Format.
Text Mode (Notepad)
To access the output file in text mode, click Text Mode (Notepad) in the
main window (Fig. B.27).

Fig. B.27: Dynamic Response Window for the Text Mode.


By clicking each button, the corresponding response file can be opened in text
mode.

Tabular Mode (Microsoft Excel files)


To access the output file in tabular mode, click Tabular Mode (Excel files)
in the main window (Fig. B.28).
By clicking each button, the corresponding response file can be opened in
Microsoft Excel.

Graphical Mode
This mode is available only for dynamic case.
To view each response in graphical mode, click Graphical Mode in the main
window (Fig. B.29).
Figure B.29 shows the Normal Strain YY at the point Y = 4.62 and Z = 6.
To view the other response, click the Response Component list and select
the component to be displayed.
Responses at other points can be plotted by changing the Y and Z
coordinates in the dropdown boxes.
Example 3
Problem Description
In this example, the road section given in Fig. C.1 is analyzed for dynamic case
(vehicle speed of 20mph). The material properties and pavement layer section
details are given below.

A Summary of the inputs to the analysis is:


1. Analysis Case - Dynamic

2. Thickness of Layers
1. AC Layer - 6
2. CAB Layer - 8
3. Subgrade - 240

3. Materials Properties
1. AC Layer - Complex Youngs Modulus, E* from Witczak
equation
Aggregate Gradation
? Cumulative % retained on sieve - 3.5
? Cumulative % retained on 3/8 sieve - 31
? Cumulative % retained on #4 sieve - 60.2
? % passing on #200 sieve - 5.2
Volumetric Properties
? Binder Content - 4.6%
? Air void - 4%
Analysis Temperature - 110 F
? Poissions Ratio , - 0.4
? Damping Ratio, - 10%
? Binder Grade - AC 10

2. CAB Layer
? Elastic (Youngs) Modulus, E - 48,000 psi
? Poissions Ratio, - 0.4
? Damping Ratio, - 0.0

3. Subgrade
? Elastic (Youngs) Modulus, E - 25,000 psi
? Poissions Ratio, - 0.4
? Damping Ratio, - 0.0

4. Axle/Tire Configuration and Contact Pressure Distribution


Semi-Trailer truck loading with Braking

Truck Dimension - Standard


Contact Pressure Distribution
Geometry of contact area - Circle
Axle to be analyzed - Driving axle
Tire Pressure - 125 psi (Uniform)

5. Dynamic Loading Coefficient


DLC - 0

6. Points where the Responses are to be Evaluated


? Bottom of AC Layer
1. At edge of tire
2. At center of tire
? Top of subgrade
1. At edge of tire
2. At center of tire

2 Step-by-Step Guide to 3D-Move Analysis


Step 1: Open 3D-Move Analysis
3D-Move Analysis program can be opened in two ways:
1. By clicking Start > Programs > UNR > 3D-Move Analysis.
2. By clicking 3D-Move Analysis shortcut in Desktop.
Once program is opened, an initial welcome window will be displayed (Fig. C.2).
Step 2: Getting Started with a New Project

Click File > New from the menu bar to create a new project (Fig. C.3).
In the Project Name textbox, specify a project name. (e.g Example C). The
Project Folder is the location where the input and output files related to this
project are stored.
The Project Folder location can be changed by clicking Browse.
In the case of uploading an existing project that has been stored from past
work, click File > Open from the menu bar and specify an existing file name.
Once a new project is created, the main window is capable to accept the inputs
(Fig. C.4).

The 3D-Move Analysis program is capable in analyzing a problem in any one of


the two different unit systems. They are:
1. US Customary Units (in, lb, F, mph);
2. SI Units (m, kN, C, km/h).
A user needs to define the unit system to be used with the problem under
consideration.
The unit system can be changed by clicking Tools > Units from the menu
bar. By default, unit system is set to US Customary units.
Since this example is in US Customary Units system, there is no need to
change the units.

Step 3: Site/ Project Identification


To input the Site/Project information, click Site/ Project Identification in the
main window shown in Fig. B.4 and this will display Fig. C.5.
Here the user is prompted to input the project details. Once all inputs are
provided, click OK to accept the changes made.
Step 4: Type of Analysis
To define the analysis type, click Static/Dynamic Analysis in the main
window (Fig. C.6).

The default is Static Analysis. Since this example is dynamic case, click the
Dynamic Analysis and enter 20 for vehicle speed.
Then click OK to accept the changes.

Step 5: Axle Configuration and Contact Pressure Distribution


To specify the vehicle loading condition, click Axle Configuration and
Contact Pressure Distribution in the main window (Fig. C.7).
For this example, select Option D: Semi-Trailer Truck Including Vehicle
Dynamics, in the window shown in Fig. C.7 and this will display Fig. C.8.
Since standard type truck is used for this example, no need to change the
Tractor- Semi Trailer Properties. (But user is allowed to enter the values for
Tractor-Semi Trailer Properties)
Make sure that Braking is selected, since this analysis is to be done it for
braking case.
Click Next to calculate the tire load (Fig. C.9).
In this window, change the axle to be analyzed to Driving Axle. The
corresponding tire load will be displayed below the selection.
Since the contact pressure distribution is uniform for this example, select
Uniform Contact Pressure Distribution.
Type 125 for tire pressure.
Select Circle for geometry of loaded area.
Once all inputs are provided in this window, click OK to accept the changes
made in this window.

Step 6: Dynamic Loading Coefficient


Since this problem is analyzed as a dynamic case, it is possible to include the
role of the dynamic variation of the tire load as it traverses the pavement. This
influence can be incorporated into the 3D-Move Analysis Solutions by using
Dynamic Load Coefficient (DLC).
Click Vehicle Suspension and Road Roughness in the main window to
specify a Dynamic Loading Coefficient (Fig. C.10).
Since dynamic variation in tire load is not to be considered, accept the default
value of DLC = 0.0 by clicking OK.
Step 5: Pavement Structure
Details on Pavement Structures can be input by clicking Pavement Structure
in the main window (Fig. C.11).

As shown in Fig. C.11, OK button will not be activated until all required inputs
are provided.
? Click Add to add as many pavement layers as necessary. By clicking Add
three times the table shown in Fig. C.12 has been created.
? Layer No.1 is the HMA layer and its thickness is 6. Input this information for
Layer No.1. The layer types can be selected from drop-down menu found under
Layer Type.
? Choose Asphalt as Layer Type for Layer No. 1 and specify its thickness.
? Choose Base as Layer Type for Layer No. 2 and specify its thickness.
? Similarly, choose Subgrade as Layer Type for Layer No. 3. Fig. C.12 shows
the Pavement Structure window after completing the all required inputs.
? Click the OK to accept the changes made.

Once OK is clicked, all these layers will appear under the Pavement Layer
Properties in the main window (Fig. C.13). It may be noted that all other
information related to the project that has been input thus for will also be
displayed on right in the main window.
Step 6: Defining Pavement Layer Properties
Layer 1
The materials properties can be entered by clicking each layer displayed
under the Pavement Layer Properties.
Click the Layer 1- Asphalt to activate the Pavement Layer Properties
Layer 1 window (Fig. C.14).
As shown in Fig. C.14, there are two types of asphalt materials characterization
available. They are:
? Linear elastic materials;
? Viscoelastic materials.
Since dynamic modulus of asphalt layer is to be calculated from Witczak
Model, click Viscoelastic Material and then choose Witczak Model to activate
the window (Fig. C.15).
In this window , for aggregate gradation,
? Type 3.5 for cumulative %retained inch sieve.
? Type 31 for cumulative %retained 3/8 inch sieve.
? Type 60.2 for cumulative %retained #4 sieve.
? Type 5.2 for % passing #200 sieves.
For Constant Poissions Ratio, type 0.4 in the textbox.
For Damping Ratio, type 10 in the textbox.
Type 4.6 for effective binder content.
Type 4 for air voids.

Asphalt Binder Properties


To define the asphalt binder properties, click Asphalt Binder Properties tab
to activate the window (Fig. C.16).
The binder grade of Layer 1 is given as AC10. Therefore,
? Change the Input Level to 2.
? Click Conventional AC Grade.
? Then select AC 10 for grading.
Binder parameters, A and VTS values for the corresponding selection of
temperatures will be displayed at the bottom of the same window (Fig. C.16).
E* Curve at Analysis Temperature
To develop the E* curve at the analysis temperature, click the Asphalt
General tab to activate the window (Fig. C.17).
Enter 110 for analysis temperature and 0.0811 for unit weight.. While entering
the value for analysis temperature, E* curve for the analysis temperature will be
displayed with the master curve.
Then click OK to accept the changes made.
Layer 2 and Layer 3
Since the material type of Layer 2 and Layer 3 is unbound materials, the input
window is different from the input window of asphalt materials.
Click Layer 2 Base from the main window to activate the Pavement Layer
Properties Layer 2 window (Fig. C.18).
Since Youngs modulus is available for this layer, there is no need to select the
material type from Standard Material List.
To input the Youngs modulus, click Youngs Modulus and enter 48000 in the
textbox.
Similarly, enter 0.4 for the Poissions ratio, 0.0 for the damping ratio and 0.0663
for the unit weight in the corresponding textboxes respectively.
Then click OK to accept the changes made.
Similarly, input the layer properties for the Layer 3.
Step 7: Response Points
To define the response points, click the Response Points in the main window
(Fig. C.19).

Since four response points are to be specified, click Add four times to add four
rows in the table (See left of Fig. C.19).
From the axle configuration shown in right of the Fig. C.19, coordinates of the
edge of the rear tire is Y=0. Similarly, the coordinates of the center of the rear
tire is Y= 3.27. It may be noted that responses at a point located at an interface
of two different materials can be different. To specify the response at the top of
the bottom layer add 0.0001 m to the Z-Coordinate.
? Enter 0 for Y and 6 for Z in the first row of table.
? Enter 3.27 for Y and 6 for Z in the second row of table.
? Enter 0 for Y and 14.001 for Z in the third row of table.
? Enter 3.27 for Y and 14.001 for Z in the fourth row of table.
? Then click OK to accept the changes made.
Step 8: Run Analysis
Since all inputs are provided, Run Analysis is activated as shown in Fig. C.20.
Click Run Analysis to perform the response analysis. Figure C.21 shows the
main window after completes the analysis.
Step 9: Input Summary Microsoft Excel Format.
3D-Move Analysis will create comprehensive input and output summary files in
Microsoft Excel Format after completing the execution.
Input summary Excel file can be accessed by clicking titles under Input
Summary in the main window.
Figure C.22 shows the Microsoft Excel file activated with the Project
Information option.
Step 10: Output Summary (Text Format, Microsoft Excel Format and
Graphical format)
For dynamic analysis, output can be accessed in three different ways.
1. Text Mode (Notepad);
2. Tabular Mode(Excel File);
3. Graphical Format.

Text Mode (Notepad)


To access the output file in text mode, click Text Mode (Notepad) in the main
window (Fig. C.23).

.
By clicking each button, the corresponding response file can be opened in text
mode.

Tabular Mode (Microsoft Excel files)


To access the output file in tabular mode, click the Tabular Mode (Excel files)
in the main window (Fig. C.24).
By clicking each button, the corresponding response file can be opened in
Microsoft Excel.

Graphical Mode
To view each response in graphical mode, click Graphical Mode in the main
window (Fig. C.25).
Figure C.25 shows the Normal Strain xx at the point Y = 3.27 and Z =6.
To view the other response, click the Response Component list and select the
component to be displayed.
Responses at other points can be plotted by changing the Y and Z coordinates
in the dropdown boxes.
Example 4
Problem Description
The following problem is analyzed in Dynamic condition at speed of 50 mph by
3DMove Analysis software (ver. 2.0) . The required parameters for the analysis
are given below :

Table D.2: Pavement Structure and its Material Properties.


Parameters Value

Duration of the Seasons/Periods (Months) 12

One-way average daily repetitions of design axle 200

Percentage of design axles in design lane (%) 100

Design axle growth rate (%) 0

Design Life (Years) 20

2 Step-by-Step Guide to 3D-Move Analysis


Step 1: Open 3D-Move Analysis
3D-Move Analysis program can be opened in two ways:
1. By clicking Start > Programs > UNR > 3D-Move Analysis.
2. By clicking 3D-Move Analysis shortcut in Desktop.
Once program is opened, an initial welcome window will be displayed (Fig. D.1).
Getting Started with a New Project
Click File > New from the menu bar to create a new project (Fig. D.2).
In the Project Name textbox, specify a project name. (e.g. Example D). The
Project Folder is the location where the input and output files related to this
project are stored.
The Project Folder location can be changed by clicking Browse.
In the case of uploading an existing project that has been stored from past
work, click File > Open from the menu bar and specify an existing filename.
Once a new project is created, the main window is capable to accept the inputs
(Fig. D.3).

The 3D-Move Analysis program is capable in analyzing a problem in any one of


the two different unit systems. They are:
1. US Customary Units (in, lb, F, mph)
2. SI Units (m, kN, C, km/h)
A user needs to define the unit system to be used with the problem under
consideration.
The unit system can be changed by clicking Tools > Units from the menu
bar. By default, unit system is set to US Customary units.
Since this example is in US Customary Units system, there is no need to
change the units.

Step 2: Site/ Project Identification


To input the Site/Project information, click Site/ Project Identification in the
main window shown in Fig. D.3 and this will display Fig. D.4.
Here the user is prompted to input the project details. Once all inputs are
provided, click OK to accept the changes made.
Step 3: Type of Analysis
To define the analysis type, click Static/Dynamic Analysis in the main
window (Fig. D.5).

The default is Static Analysis. Since this example is dynamic case, click the
Dynamic Analysis and enter 50 for vehicle speed.
Then click OK to accept the changes.

Step 4: Extended Pavement Analysis


To active performance models section, you need to select pavement
performance analysis check box (Fig. D.6)
Step 5: Axle Configuration and Contact Pressure Distribution
To specify the vehicle loading condition, click User-Selected Pre-Defined
Axle/Tire Configuration(Uniform Pressure) in the main window (Fig. D.7).

Since the loading is non-uniform, click Option B: User-Selected Pre-Defined


Axle/Tire Configuration(Uniform Pressure) in the window shown in Fig. D.7
and this will display Fig. D.8.
As a start,
Type 125 psi as tire pressure.
Type 5060 lb as tire load.
Enter 48 in as tandem spaces (L1).
Enter 14.6 in as dual tire spaces (S1)
Once all the required inputs are provided in this window, click OK to accept
the changes made in this window.
Step 6: Dynamic Loading Coefficient
Since this problem is analyzed as a dynamic case, it is possible to include the
role of the dynamic variation of the tire load as it traverses the pavement.
This influence can be incorporated into the 3D-Move Analysis Solutions by using
Dynamic Load Coefficient (DLC).
Click Vehicle Suspension and Road Roughness in the main window to
specify a Dynamic Loading Coefficient (Fig. D.9).

If dynamic variation in tire load is not to be considered, accept the default


value of DLC = 0.0 by clicking OK. If a DLC value is to specified,
? Click the DLC from Database.
? Select Air Bag as vehicle suspension type.
? Select Sweatman (1983) as source of data.
? Select Rough as road roughness type.
? Once all inputs are provided, DLC value will be displayed in the textbox as
shown in Fig. D.9. Then Click OK to accept the changes made.

Step 7: Traffic Information


Traffic is one of the key elements in the pavement design and analysis. It has to
be estimated over the pavement design life. Traffic plays a major role in the
pavements deformation calculations. The traffic information window allows the
user to estimate traffic in terms of design axle load repetitions. The traffic
information window is shown in Fig. D.10. It allows a number of seasons or
periods over the year and for the user to specify the variation of each parameter
for each of the selected season. The input parameters for the traffic information
window are given below:

Number of Seasons/Periods per year,


Name of the Seasons/Periods,
Duration of the Seasons/Periods,
One-way average daily repetitions of design axle,
Percentage of design axles in design lane,
Design axle growth rate,
Linear growth rate, and
Compound growth rate.
Design Life.

In addition, it considers design axle growth functions: linear growth rate and
compound growth rate.
Step 8: Pavement Structure
Details on Pavement Structures can be input by clicking Pavement Structure
in the main window (Fig. D.11).
As shown in Fig. D.11, OK button will not be activated until all required inputs
are provided.
? Click Add to add as many pavement layers as necessary. By clicking Add
three times the table shown in Fig. D.12 has been created.
? Layer No.1 is the HMA layer and its thickness is 4. Input this information for
Layer No.1. The layer types can be selected from drop-down menu found under
Layer Type.
? Choose Asphalt as Layer Type for Layer No. 1 and specify its thickness.
? Choose Base as Layer Type for Layer No. 2 and specify its thickness.
? Choose Subbase as Layer Type for Layer No. 3 and specify its thickness.
? Similarly, choose Subgrade as Layer Type for Layer No. 4. Fig. D.12 shows
the Pavement Structure window after completing the all required inputs.
? Click the OK to accept the changes made.
Once OK is clicked, all these layers will appear under the Pavement Layer
Properties in the main window (Fig. D.13).
It may be noted that all other information related to the project that has been
input thus for will also be displayed on right in the main window.
Step 9: Pavement Layer Properties
Layer 1
The materials properties can be entered by clicking each layer displayed
under the Pavement Layer Properties in the main window.
Click the Layer 1- Asphalt to activate the Pavement Layer Properties
Layer 1 window (Fig. D.14).
As shown in Fig. D.14, there are two types of asphalt materials
characterization available. They are:
? Linear elastic materials;
? Viscoelastic materials.
Since asphalt layer in this example is considered as viscoelastic materials,
click the Viscoelastic Materials,Laboratory Data and then choose
Symmetrical Sigmoidal Function to activate the window (Fig. D.15).
Dynamic modulus data available for this asphalt layer are for six frequencies
at four different temperatures. Therefore,
? Change the No. of Temperatures to 4.
? Change the No. of Frequencies to 6.
? Then enter values for E*, temperature and frequencies in the table as shown
in Fig. D.15.
? Enter 70 for reference temperature.

Damping Ratio and Poissions Ratio


To define the damping ratio and Poissions ratio, click Damping Ratio and
Poissions Ratio tab to activate the window as shown in Fig. D.16.

For this example, since damping ratio is to be calculated from dynamic


modulus data, click Damping Ratio from Dynamic Modulus Data to activate
the table shown in the Fig. D.16 and enter the phase angles in the table shown.
Check the Constant Poissions Ratio and type 0.35 in the textbox.

Asphalt Binder Properties


To define the asphalt binder properties, click Asphalt Binder Properties tab
to activate the window (Fig. D.17).
Dynamic Shear Rheometer (DSR) data of Layer 1 is given . Therefore,
? Keep the Input Level to1.
? Click Superpave Binder Test Data.
? Then enter values of temperature, G* and phase angle.

Binder parameters, A and VTS values for the corresponding test input data will
be displayed at the bottom of the same window (Fig. D.17).
E* Master Curve
To develop a master curve for the corresponding dynamic modulus data and
asphalt binder properties, click |E*| Master Curve tab to activate the window
(Fig. D.18).
At the beginning, only E* curves will be displayed in the right side of the
window (Fig. D.18).
Click Update Graph to develop the master curve. The master curve will be
displayed to the right of E* curves (Fig. D.19).
E* Curve at Analysis Temperature
To develop the E* curve at the analysis temperature, click the Asphalt
General tab to activate the window (Fig. D.20).
Enter 90 for analysis temperature and 0.085 for unit weight. While entering
the value for analysis temperature, E* curve for the analysis temperature will be
displayed with the master curve.
Then click OK to accept the changes made.
Layers 2,3 and 4
Since the material type of Layer 2 and Layer 3 is unbound material, the input
window is different from the input window of asphalt materials.
Click Layer 2 Base from the main window to activate the Pavement Layer
Properties Layer 2 window (Fig. D.21).
Since Youngs modulus is available for this layer, there is no need to select
the material type from Standard Material List.
To input the Youngs modulus, click Youngs Modulus and enter 40000 in the
textbox.
Similarly, enter 0.4 for the Poissions ratio, 0.0 for the damping ratio and
0.0663 for the unit weight in the corresponding textboxes, respectively.
Enter 450 as depth of ground water table.
Then click OK to accept the changes made.
Similarly, input the layer properties for the Layer 3 and 4 (Fig. D.22 and Fig.
D.23)
Step 10: Performance Models(Extended Pavement Analysis)
After entering the pavement structure and pavement layer properties,
performance models window option can be accessed. Fig. D.24 shows the
performance models window. 3D-Move Analysis software version 2.0 consists of
two performance models: NCHRP 1-37A and VESYS. Performance models
window pops up with checked NCHRP 1-37A performance models option. This
performance model comprises six failure modes: AC Top down cracking, AC
Bottom up cracking, AC rutting, Base rutting, Subbase rutting and Subgrade
rutting (Fig. D.25). Failure modes depend on the pavement layers. Therefore,
related failure modes can be checked when performance models window is
displayed. User can uncheck the failure modes.User needs to enter limiting
values and reliability as shown in Table D.6.

After entering these values, click on OK button. This will display the
Performance Models (NCHRP 1-37A) window. In this window user should enter
some required parameters such as (Regression Coefficients, Volumetric
Properties and etc). For asphalt layer it is necessary to enter input values for AC
top down cracking, AC bottom up cracking, AC rutting and finally transfer
functions( Fig. D.22 through Fig. D.25). For other layers, user needs to enter
input values in similar manner (Fig. D.26 through Fig. D.28).
Step 11: Response Points
One of the important inputs to the 3D-Move Analysis program is the location (or
response points) where the pavement responses are to be evaluated. In the 3D-
Move Analysis, response points can be defined in two ways for both static and
dynamic case. They are:
1.Individual Response Points
2.Response Data Array(Grid Format)

Individual Response Points


In this case, user needs to specify the coordinates (x, y and z) of the responses
points. Figure D.29 shows the input window for Individual Response Points.
Once user enters a z- value for a response point, program will display the layer
number that corresponds to the specified response point. Response points can
be added by clicking Add button and removed by clicking Delete button. In the
right bottom of window, axle configuration is displayed for the previously selected
Axle Configuration and Contact Stress Distribution option. The figure shows the
input window for the Individual Response Points and they are color coded. Some
response points are automatically generated for performance analysis by the
program and they are displayed in green and those points cannot be deleted by
the user. If z values of response points which are added by user are matched
with z value of performance points automatically generated by program, those
added response points will be considered for performance analysis and filled by
dark blue color. Other points filled by light blue color will not be considered for
performance analysis. This colored display scheme will help user to differentiate
the automatically generated points and the added response points. Though
some points will not be considered for performance analysis, output will be
generated for all the points.

Response Data Array (Grid Format)


This is another way to define points at which the responses are to be
computed. In this case, a rectangular grid points which are formed by a set of
lines horizontal and vertical lines are the response points. User can define any
number of arrays (rectangular grid). Additional arrays can be added by clicking
the Add button shown in the left side of the window and corresponding spacings
for each array have to be provided in the right side of the window. There is no
limitation on the number of array.

Graphical display
Pavement structure plot is included in this revised version to make the display
the response points graphically. This is a 2D plot and is drawn to scale. Figure
D.30 shows a pavement structure plot with some response points. The pavement
structure plot is composed of pavement layer, load diagram and response points.
Either X-Z or Y-Z plane can be selected for display. Figure D.30 shows all
pavement layers with different colors to differentiate the layer type. The layers
are labeled on the right side of plot to identify the layer number and layer type. In
addition, layer depth is also shown for each of the pavement layer.
To enhance the features of the graphical display, three selection options are
included in the plot. They are:
1.Selection of Points;
2.Selection of Plane (X-Z or Y-Z plane);
3.Selection of Depth or Layers.
On top of the pavement, loads are shown and are drawn to scale. To draw the
load diagram, loaded area length or width is needed and selection of length or
width of the loaded area depends on the plane selected for the graphical display
(middle right of window). This load diagram will assist user to identify the location
of the response points by comparing with the distribution of the loading.
Fig. D.30: Graphical Display Tab in Response Points Window.
Step 12: Run Analysis
Since all inputs are provided, Run Analysis is activated as shown in Fig. D.31.
Click Run Analysis to perform the response analysis. Fig. D.32 shows the
main window after the completion of the analysis.

Fig. D.31: Main Window of 3D-Move Analysis.


Fig. D.32: Main Window of 3D-Move Analysis after Completion of the Analysis.

Step 13: Input Summary Microsoft Excel Format


3D-Move Analysis will create comprehensive input and output summary files in
Microsoft Excel Format after completing the execution.
Input summary Excel file can be accessed by clicking titles under Input
Summary in the main window.
Figure D.33 shows the Microsoft Excel file activated with the Layer 1- AC
Top Down Cracking option.

Fig. D.33: Input Summary File in Microsoft Excel Format.

Step 14: Output Summary (Text , Microsoft Excel and Graphical formats)
For dynamic analysis, output can be accessed in three different ways.
1. Text Mode (Notepad);
2. Tabular Mode(Excel File);
3. Graphical Format.
Text Mode (Notepad)
To access the output file in text mode, click Text Mode (Notepad) in the main
window (Fig. D.32).

Fig. D.34: Dynamic Response Window for the Text Mode.


By clicking each button, the corresponding response file can be opened in text
mode.

Tabular Mode (Microsoft Excel files)


To access the output file in tabular mode, click the Tabular Mode (Excel files)
in the main window (Fig. D.32).
Fig. D.35: Dynamic Response Window for the Tabular Mode.
By clicking each button, the corresponding response file can be opened in
Microsoft Excel.

Graphical Mode
To view each response in graphical mode, click Graphical Mode in the main
window (Fig. D.36).
Figure D.36 shows the Normal Stress xx at the point Y = 3.59 and Z = 0.
To view the other responses, click the Response Component list and select the
component to be displayed.
Responses at other points can be plotted by changing the Y and Z coordinates in
the drop down boxes.
Fig. D.36: Graphical Output for Dynamic Case.

Step 15: Output Summary (Performance Models)


Output from selected performance model can be seen in this section. Distress
summary results for each layer and also for all the layers are provided (Fig. D.37
through Fig. D.41)
Fig. D.37: Performance Model Results for layer1.
Fig. D.38: Performance Model Results for Layer2.
Fig. D.39: Performance Model Results for Layer3.
Fig. D.40: Performance Model Results for Layer4.
Fig. D.41: Performance Model Results for all the Layers.

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