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3D-Move 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?
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.
Among the many new features of version 2.1, a few important items have been
selected and additional information is presented below.
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
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 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 VI: User-Input Tire Configuration and Contact Pressure Distribution (Uniform
/ Non-Uniform Contact Pressure Distribution)
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.
Output.
Text Mode
Tabular Mode (Microsoft Excel)
2. Dynamic - For this case, user needs to input the vehicle speed.
The following Fig. 1 shows the input window for the analysis type.
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.
1. Air Bag;
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).
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.
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.
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.
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
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.
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
Semitrailer Properties
General Properties
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.
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 - 40 0.15 - 0.20
40 - 70 0.20 - 0.30
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.
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*;
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.
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.
0 - 40 0.15 - 0.20
40 - 70 0.20 - 0.30
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
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
Kinematic Viscosity
135 Value x 0.948
(CS)
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.
46
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 - 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
The following Fig. 48 shows the input window for conventional penetration grade.
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?
0 - 40 0.15 - 0.20
40 - 70 0.20 - 0.30
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
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.
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.
Kinematic Viscosity
135 Value x 0.948
(CS)
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.
46
-
58 12.316 -4.147 12.248 -3.981 11.787 -3.701 11.010
4.1712
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 - 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
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 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.
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.
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
The default is Static Analysis. Since this example is a static case, click OK
to accept the selection.
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 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.
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
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
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.
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).
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.
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.
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
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 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.
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.
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.
.
By clicking each button, the corresponding response file can be opened in text
mode.
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 :
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.
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.
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)
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.
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).
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.