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DESIGNING THEORY AND METHOD STUDY FOR CONTINUOUSLY REINFORCED CONCRETE PAVEMENT STRUCTURES Dr. Hu Chang-shun Professor, Dean Highway College, Changan University Xian 710064, P.R.China Tel: +86 (29) 2334451 E-mail: chshunhu@yahoo.com Dr. Cao Dong-wei Associate Researcher Beijing Highway Reseach Institute Beijing , 100088 P.R.China

Abstract Continuously reinforced concrete pavement (CRCP) is one of high performance concrete pavement structures. A systematic analysis on CRCP design principles is conducted. In the vehicle-load stress analysisthe orthogonal anisotropic membrane model is established by treating the longitudinal bars as continuumand three dimensional finite element analysis is carried out with considering transverse crack. Two critical load positions are found out. In thermal stress analysisthe calculation model and equilibrium differential equations are established on the basis of researching the bond-slip constitutive relation between the reinforced bars and concrete. The analytic solution is derived to calculate the stress and displacement under the temperature drop and concrete shrinkage. The parameters sensitivity and stress relaxation caused by concrete creep are analyzed. Using numerical methods and analytic methods the anchor force at CRCP ends is calculated and the displacement and stress of trech lugs are analyzedthe design parameters are recommended and the design nomograms are provided. The indoor model test is carried out to verify the theoretical values. The method for designing CRCP slab thicknessreinforcement and end structure is provided. Key wordscontinuously reinforced concrete pavement (CRCP) ; load stressthermal stressanchor enddesign method Continuously Reinforced Concrete Pavement (CRCP) is of high performance concrete pavement structure, which is well provided with continuous longitudinal steel bars and is without joints during construction. CRCP eliminates transverse joints existing in conventional concrete pavement, and is characterized by such merits as comfort driving, high load-bearing capacity, long service life and little need for maintenance and rehabilitation. CRCP is in step with the trend of development of highway transportation, thus is widely used abroad. Greater attention is also paid to it in China. This article analyzes the load stress, temperature stress and end anchor structure in CRCP, provides design method practical in engineering work. 1. LOAD STRESS ANALYSIS 1.1 Calculation Model The difference between CRCP and conventional concrete pavement is: continuous longitudinal steel bars, high stress transmission capacity at cracks and random crack interval (slab length). Analytic solution will be hard to obtain when considering transverse crack in CRCP load stress analysis, the key work to finite element method is the modeling of

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continuous reinforcement. Steel bars in CRCP are distributed with certain interval, so a simple model is to treat each bar as a rod unit, but this will make the calculation model too complex, and the modeling work will be amazing. According to structure features and mechanic characteristics of CRCP, by treating the steel bars as continuum, make them equivalent of an isotropic membrane characterized by orthogonal anisotropy. That is, steel bars have strengthening effect on the concrete only in the longitudinal direction. An orthogonal anisotropic membrane unit is put forward. Based on the stress-strain relation and geometric equations of orthogonal anisotropic materials, stiffness matrix of membrane unit can be obtained and a finite element model for CRCP load stress analysis, considering cracking conditions, can be established. To testify its correctness and reliability, two comparisons with identical parameters are made: one is to compare with the analytic solution of load stress in CRCP infinitely long slab; the other is to compare with the model in which steel bars are considered rod units. The results indicate little difference between these two methods. The finite element model put forward by this article is easy for calculation with reliable precision, thus can be effective in research on stressing state in CRCP under vehicle load. 1.2 Critical Load Position Wheel load and axle load in twin wheel group are considered for loading conditions, the median of neighboring cracks and one side of transverse crack on the slab are mainly considered as load positions, analysis on disadvantageous positions of vehicle load at CRCP is conducted. Crack interval may differ, so disadvantageous load position in CRCP slab correlates with it. Two critical load positions in CRCP are obtained by comparing slab bottom stresses with various possible vehicle load positions (longitudinal crack, transverse crack, center of slab, slab corner and of different crack intervals): When transverse crack interval is less than 1.5m, the critical load position is on one side of the median of transverse crack, which is marked as critical load position 1. When this crack interval is larger than 2.5m, the critical load position is at the mid-point of longitudinal free edge, which is marked as critical load position 2. When the transverse crack interval falls between 1.5m and 2.5m, load stresses at both two load positions should be checked respectively, bigger one of which is used as control stress. 1.3 Parameter Analysis Main factors affecting load stresses in CRCP include: plane size of the slab, concrete modulus, subgrade modulus, slab thickness, reinforcement ratio and steel position, etc. Graph 1 and Graph 2 indicate how slab bottom stresses with different critical load positions in CRCP change with slab thickness. Calculation shows that, wherever critical load positions are, stresses always decrease when slab thickness and subgrade modulus increase, while stresses increase when concrete modulus increases. These principles are of same as those of conventional concrete slab. Reinforcement ratio may change the load transmission capacity of steel bars. As to critical load position 2, increase of longitudinal reinforcement ratio may decrease the maximum principal stress in slab; As to critical load position 1, increase of longitudinal reinforcement ratio will slightly increase the maximum principal stress in slab. In both instances, longitudinal reinforcement ratio has a greater influence on pavement bottom stress when transverse crack interval is small, while a less influence on stress when crack

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interval is larger. Calculation indicates that load stress reaches minimum when steel bars are positioned at the median plane of the slab.

Graph1: bottom stress changes with slab thickness at critical load position 1

Graph2: bottom stress changes with slab thickness at critical load position 2

1.4 Comparison of Slab Bottom Stress in CRCP and JCCP Graph 3 and Graph 4 show the comparison of maximum stress and displacement in Conventional Concrete Pavement (JCCP) and in CRCP of different slab length, when vehicle load imposed at critical load position 1. JCCP 1 is concrete slab of the same plane size as CRCP. JCCP 2 is concrete slab of normal size (4.5m5.0m). According to these graphs, load transmission of continuous reinforcement in CRCP enhances the overall work capacity and load dispersion capacity of the slab. Deflection in CRCP is less than that in JCCP of the same size, while slab bottom stress in CRCP is slightly larger. Compared with now frequently used concrete slab of normal size, slab bottom stress in CRCP will obviously decrease, for its crack interval is less than its slab length.

Graph3: stress comparison of CRCP with JCCP of different slab length

Graph4: deflection comparison of CRCP with JCCP of different slab length

When vehicle load imposes at critical load position 2, slab bottom stress in CRCP will be less than that in JCCP, and there will be a greater loss in bottom stress if the crack interval is smaller. These indicate that through load transmission of its steel bars, CRCP decrease its maximum bottom stress, placing the slab under favorable working conditions. 2. CRCP TEMPERATURE STRESS ANALYSIS The purpose of continuous reinforcement is to restrain crack opening by using steel bars, prevent rain from corroding steel bars and thus insure pavement durability.

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2.1 Calculation Model Main load considered in reinforcement design is induced by temperature reduction and dry shrinkage. Temperature stress includes temperature contraction stress and warping stress, caused by average temperature reduction in slab and temperature gradient, respectively. To establish relation between crack interval, crack opening and load in CRCP, the effect of bonding and slipping between steel bars and concrete must be considered in temperature stress analysis. This article uses in analysis linear bond-slip constitutive relation between steel bars and concrete, that is, the bonding stress between bars and concrete is in direct proportion to their relative slipping. The constraining effect of soil on CRCP slab can be considered as the relation between the shear stress on contact surface of two mediums and their relative displacement. Three calculation models are applied when considering soil friction: linear model. Soil friction is in direct proportion to displacement of structure, the coefficient of proportionality is called coefficient of soil friction. sectional linear model. Coefficient of soil friction can be different constants within different ranges. hyperbola model. Coefficient of soil friction changes with structure displacement. 2.2 Temperature Contraction Stress, Dry Shrinkage Stress and Warping Stress According to the above calculation models, set of differential equations for calculating temperature stress can be established through stress equilibrium condition, geometric relation and constitutive equation. With general solution of differential equations, a specific solution can be obtained by applying it to boundary condition. Analyzing the temperature contraction stress induced by annual temperature change indicates that concrete stressc is largest at the center of slab, while concrete displacementc, steel bar stresss, bonding stresss between bars and concrete and crack openingc reach their maximum at the crack. The calculation equations are as follows:

c = Ec c T
u c = (1 + )

Lr3 [sech (r3 L) 1] tanh(r3 L) + Lr3

c TL s =

[1 Lr3coth(r3 L)] s = Es s T c s 1 1 + Lr3coth(r3 L)

k s (1 + ) c TL Lr3 coth (r3 L) + 1 wc = 2(1 + ) c TL Lr3coth (r3 L) + 1

1 + Lr3coth (r3 L)

L= S / 2

= pn

r3 =

Ds k s
Ac Ec

(1 +

In it: S is crack interval in CRCP; is contribution ratio of reinforcement stiffness; P is reinforcement ratio in CRCP; n is modulus ratio of reinforcement to concrete; Ds is diameter of steel bar; Ks is stiffness factor of bonding between steel bars and concrete; T is design temperature difference for CRCP; Ec, c, Ac is concrete modulus, coefficient of linear expansion and area of section, respectively; Es, s is reinforcement modulus and coefficient of linear expansion, respectively. Hydration and volatilization of moisture during hardening process of concrete shrink and deform the concrete, shrinkage stress will emerge if this deformation is restrained by

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continuous reinforcement. Equations for calculating pavement stress and displacement can be obtained through reasoning. By superimposing the stress and displacement of concrete and reinforcement induced by temperature reduction on those induced by shrinkage deformation, the stress and displacement induced by both will be obtained. Continuous reinforcement in CRCP is usually positioned at the median plane of slab, which makes it contribute little to bending rigidity of the slab. So warping stress induced by temperature gradient is of same as that in conventional concrete pavement. The difference is that warping deformation will lead to longitudinal extension of median plane of the slab, restraint from continuous reinforcement will result in additional stress in pavement. First, use integration to calculate horizontal extension of median plane of the slab caused by warping deformation, then on the basis of general solution to fundamental equations of temperature stress, apply it to boundary condition and obtain the stress and displacement. Calculation shows that the stress and deformation of this part are too small to be counted in CRCP reinforcement design.
2.3 Sensitivity Analysis Through calculation and analysis, interrelation between main design parameters in CRCP as temperature stress, displacement and reinforcement ratio, can be obtained. (see table 1) Results indicate that under the effect of temperature load and shrinkage deformation, the concrete stressing state in CRCP will determine indexes of external service behavior as crack interval and crack opening, while change in crack interval will affect such internal working state as concrete and reinforcement stress. The crack interval in CRCP is an important factor which affects both external service behavior and internal stressing, deforming state. Graph 5 and Graph 6 show the influence of reinforcement ratio and reinforcement method on concrete stress and displacement in CRCP. One curve shows how reinforcement ratio vary with different transverse intervals b, with a diameter of steel bar Ds=1.4cm. The other one shows how reinforcement ratio vary with different diameters of steel bar, with b=12m. These graphs indicate that, whatever the reinforcement method is, concrete displacement always decreases when reinforcement ratio increases, while concrete stress increases when reinforcement ratio increases. This is the case because when reinforcement ratio increases, bonding area of steel bars increases accordingly, restraint on concrete is strengthened, and deformation of concrete is reduced. With same reinforcement ratio, however, the small interval, small diameter reinforcement method can reduce, more effectively than the large diameter, large interval method, the crack opening, reinforcement stress and bonding stress between steel bars and concrete, because the bonding area of reinforcement is larger in the former method.

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Graph5: influence of reinforcement ratio and method on concrete displacement Table1

Graph6: influence of reinforcement ratio and method on concrete stress

sensitivity analysis for temperature contraction stress Coefficient of Slab Viscosity Reinforceme Crack Concrete concrete linear thicknes parameter factor nt ratio interval modulus expansion s Concrete increase decreased decreased increased increased increased displacement d increase Crack interval decreased decreased increased increased increased d decrease Concrete stress increased increased increased increased increased d Reinforcement increase increased decreased increased increased increased stress d increase Bonding stress increased decreased increased increased increased d 2.4 Stress Relaxation Analysis Under the influence of natural and environmental factors, the temperature in CRCP changes slowly by yearly period, creeping and relaxation may occur in concrete materials under long-time load effect. By using in analysis linear creep theory and creek degree in exponent form, coefficient of concrete relaxation and shrinkage stress considering relaxation effect, are obtained. Suppose linear change and sine curve change of temperature between summer and autumn, relaxation stress of concrete by yearly period, can be obtained. Numerical analysis indicates that, when the influence of relaxation is considered, concrete stress will decrease somewhat, and when pavement temperature experiences linear change, relaxation stress will be less than that when the change of pavement temperature is considered a sine curve. In order to facilitate design and use, modified coefficient of temperature contraction stress relaxation in concrete is provided with different forms of yearly temperature change, which can be used directly to revise the calculation results of elastic stress. 3. CRCP END ANCHOR STRUCTURE ANALYSIS CRCP has no expansion joints, severe deformation may occur in pavement under the influence of temperature change, especially at pavement ends. Unrestrained displacement of ends under influence of yearly temperature change may exceeds 10cm, thus produce shoving
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force on pavement or other structures near the CRCP ends. So at bridgeheads or joints of CRCP with other type of pavement, structural means should be taken to limit its deformation. Presently, the most frequently used CRCP end structure is the convex anchor ground beam.
3.1 Calculation and Analysis of End Anchoring Strength Basic equations for calculating end anchoring strength can be obtained on the basis of stress equilibrium relation. Analytic equation for calculating end anchoring strength can be obtained, when considering soil friction with linear or sectional linear model. Method for calculating CRCP end anchoring strength is: determine such parameters as reinforcement ratio, coefficient of soil friction. calculate free extension of the ends when of no anchoring structure. decide whether the extension should be restrained and if yes, determine the maximum displacement allowed at ends (UR). calculate the concrete and reinforcement stress at anchored ends. calculate the resultant force of anchorage stress (FX).

If UR is large, If UR is small, In it; a1 =

Fx = (1 + ) Ec Ac [a1u R coth (a1 L) T ] Fx = (1 + ) Ec Ac (b1L + c3 aT )

1 bC x ; b is slab width; CX is coefficient of soil friction; L is effective 1 + pn Ac Ec

length for calculation of end anchoring; other parameters are of same as above.
3.2 Structure Analysis for Convex Anchor Ground Beam Provided with anchor load at the ends, establish and analyze the finite element model for convex anchor ground beam. Three indexes should be mainly considered: end displacement, maximum tensile stress in pavement and maximum tensile stress in end wall. At the same time, matrix displacement method is used to analyze. Main questions concerned with calculation model are how to treat the restraint force of soil on end structures, such as the vertical soil pressure and horizontal friction at the contact surface between end wall, pavement slab and the soil. Strength of these forces correlates with structure deformation, two methods are given to treat. One is to regard them as equivalent external load at nodes; the other is additional stiffness matrix. Calculation indicates that result obtained by finite element method and result obtained by matrix displacement method coincide with each other not only in law, but also in numerical value. 3.3 Result Analysis According to above computation principle, the influence of main design parameters as end wall height, end wall interval on stress and displacement of CRCP end wall is investigated. (see table 2). Based on the results, value of main design parameter of end wall is suggested as: end wall interval 4~6m, end wall height 1.0~2.0m, base width of end wall 0.4~0.6m. Materials of high rigidity and full compaction are recommended in construction of soil in the CRCP end structure zone. When dealing with more than two end walls, the principle of

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equivalent force on each end wall can be used to convert it to a question of two end walls to calculate.
Table2 influence of design parameter on stress and displacement of CRCP end wall Subgra End wall End wall Concrete Slab Quantit de End wall base modulus thickness y of end parameter interval height H modulu w Lw Ec hc width bw wall s Es End Increased Basically Decreased decreas decrease displacem decreased decreased slightly unchanged slightly ed d ent Maximum Related Increased decreas decrease stress in decreased with L decreased decreased slightly ed d w pavement Maximum Related Basically Increased decreas decrease stress in decreased with L increased unchanged slightly ed d w end wall

To facilitate design and use, calculation nomograph is provided with results of finite element analysis as end maximum displacement, design bending moment of pavement slab and design bending moment of end wall. In graph 7, calculation nomograph is provided for design bending moment of end anchor walls, when pavement depth is 22cm and 26cm.

Graph7: calculation nomograph for design bending moment of CRCP anchored end wall 3.4 Model Test of Convex Anchor Ground Beam To testify the correctness of theory analysis, indoor model test is conducted. Test is conducted in big experimental tank, using organic glass to simulate pavement and end wall. Test process is as follows: paving soil, bearing plate test, sticking strain gauge and embedding soil pressure cell, structure positioning, test. Main test index includes: end displacement, maximum compressive stress in pavement, maximum compressive stress in end wall. Comparing test
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results with theory analysis indicates that they share the same laws, with great difference in numerical value on rare data. But as for the most concerned indexes--maximum end displacement, maximum tensile stress in pavement slab, maximum tensile stress in end wall, the error is trivial, which testify the reliability of theory analysis. Distribution type of soil pressure behind end walls is also obtained.
4. CRCP STRUCTURE DESIGN METHOD Main questions in CRCP design are slab thickness design, reinforcement design and end structure design. 4.1 Slab Thickness Design When determining slab thickness of conventional concrete pavement, transverse fatigue crack of the slab is considered control target in current specification. Flexural tensile stress at slab bottom is considered control index, load stress at the mid-point of longitudinal crack and temperature warping stress should not exceed the flexural tensile strength of concrete. Transverse crack is allowed to exist in CRCP, so it cannot be regarded as main damage. Instead, the main damage in CRCP is slab edge breaking. So slab thickness design should be based on two factors: First, to prevent small crack interval. At critical load position 1, there should not be longitudinal crack induced by excessive load stress; second, with present crack interval, transverse crack will not occur at critical load position 2. Two steps are suggested to determine slab thickness in CRCP: determine initial design slab thickness by critical load position 2; then, conduct checking computation at critical load position 1.

Critical load position 2 in CRCP is of the same as critical load position in JCCP, so with considering the change of load transmission capacity, initial design slab thickness in CRCP can directly be calculated following current specification. According to above comparison of load stress between CRCP and JCCP, coefficient of stress reduction (Kcn) can be introduced into load stress calculation. When crack interval s>2.5m, Kcn=1.00; when 1ms2.5m, Kcn=0.90~1.00. Take the minimum value when S is small, while take its maximum value when S is large.
p = K r K f K c K cr ps1

In it, P is load fatigue stress; Kr is coefficient of stress reduction considering load transmission capacity at longitudinal crack: Kf is coefficient of fatigue stress considering cumulative load effect; Kc is comprehensive modification factor considering factors as overload and dynamic load; Kcr is stress influence factor considering load transmission capacity of longitudinal continuous reinforcement in CRCP; ps1 is slab bottom stress when standard axle load imposed at the median of neighboring cracks. Warping fatigue stress can be calculated following current specification, taking crack interval in CRCP as slab length. Calculation shows that warping stress in CRCP is far less than that in conventional concrete pavement. Based on the load fatigue stress and warping fatigue stress obtained by calculation, if the sum is no larger than 103% of concrete flexural tensile strength, and no less than 95% of this strength, the slab thickness can be used as design value.

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Otherwise, calculation should be retaken with different slab thickness, until the above requirements are met. Obtaining initial design thickness of slab is followed by reinforcement design. Design crack interval in CRCP can be obtained by reinforcement design, then checking computation is carried our for slab bottom stress at critical load position 1, to prevent slab edge breaking induced by small crack interval.
p = K f K c ps 2

In it, ps2 is slab bottom stress when standard axle load imposed at critical load position 1, having relation with design crack interval. Load transmission capacity of longitudinal reinforcement should be considered under the most disadvantageous condition at the end of service life, half of reinforcement can be supposed to have been damaged. Graph 8 is the nomograph for calculation of slab bottom stress with a crack interval of 1.5m, mid-point of slab width should be the point for calculating temperature fatigue stress.

Graph8: calculation graph for ps2 with a crack interval of 1.5m 4.2 Reinforcement Design The purpose of reinforcement is to restrain cracks in CRCP, mainly including crack interval and crack opening. Crack interval, crack opening, reinforcement stress and bonding stress between reinforcement and concrete can be considered as control indexes for design. For crack interval is the primary parameter when deciding internal stressing state and external service behavior of CRCP, it can be considered as design index, other three items can be considered as check index. On the basis of above equations for calculating temperature contraction stress and dry shrinkage stress:

(1) Design requirement: (2) Check requirement:

SL SD SH

w = 2( c T + sh ) Dw L [ w]

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s = E s [( c T + sh ) D s + s T ] [ s = k s ( c T + sh ) Dw L [
s

Crack interval can be determined as follows:

Dc =

T = Ec ( c T + sh ) Dc ( S D )

Lr3[1 sech(r3 L)] tanh(r3 L) + Lr3

Ds =

Lr3coth(r3 L) 1 Lr3coth(r3 L) + 1

Dw =

1+ 1 + Lr3 coth(r3 L)

In it, SD is design crack interval in CRCP; SL and SH is the lower limit and upper limit of crack interval, respectively; [s] is yield strength of steel bars; [S] is bonding strength between reinforcement and concrete; T is tensile strength of concrete; sh is long-term shrinkage strain of concrete in CRCP, other parameters are of same as above. Referring to other countrys research and results of investigation in Xu Chang, Tong Chuan test roads, it is suggested that the optimum crack interval in CRCP is 1.0-2.5m, and the maximum crack opening allowed is 1.0mm. Yield strength of steel bars and bonding strength between reinforcement and concrete can be determined according to related information. To gain ideal service behavior of CRCP, besides structure design, concrete with low coefficient of linear expansion and with small shrinkage deformation, such as aggregate and cement with desirable properties, should be used in concrete ratio design. In reinforcement design in CRCP, spiral reinforcement or crescent reinforcement, instead of plain bar, should be used in CRCP reinforcement design. Steel bars with small diameter should be used, but transverse interval should be no less than 10cm. Some design parameters can be assigned value following current specification. Test can be taken to determine concrete tensile strength, bonding strength between reinforcement and concrete or stiffness factor, values recommended in document [1] can also be assigned to them.
4.3 End Anchor Structure Design End displacement serves as ultimate control index for CRCP end structure design. Maximum bending moment of pavement end and end wall is considered in reinforcement design. Method for end anchor structure design is: (1) Based on design information (test when necessary), calculate end deformation, determine the maximum allowable end displacement, calculate anchoring strength following above equations, and obtain design load on end wall. (2) Analyze the stress and displacement of end wall. Based on the calculation of end anchoring strength, determine initially quantity of wall, wall height, wall interval and wall width. If the end wall number is not 2, first convert them to two walls under the principle of equivalent anchoring strength on each wall, then obtain through design nomograph the maximum displacement, design bending moment of pavement and design bending moment of end wall (can also be obtained

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(3)

through matrix displacement method) under anchoring strength. Compare end displacement obtained through calculation with allowable displacement. If the former is larger than the latter, increase the number of end walls; otherwise, the bearing capacity of anchor end wall may be excessive, thus can reduce the number of end walls, change their geometric size, or can redesign the end wall and recalculate the anchoring strength by taking the displacement obtained through calculation as the allowable displacement.

5. CONCLUSION CRCP is a concrete pavement structure of high performance. It is not only related somewhat to JCCP, but also different from it. Based on characteristics of CRCP, this paper conducts load stress analysis, temperature stress analysis and end anchor structure analysis on design theory, and provides design method and scientific foundation for CRCP design. CRCP is still a new pavement structure in China, the design method of it will be perfected through its ever increasing use in practice. References (1) Hu Changshun Cao Dongwei Design Theory and Method for CRCP [R] Research Project Sponsored by the State Natural Science Fund Changan University, Xian, 2000 (2) Wang Hu Hu Chnagshun Wang Binggang An Analytic Solution of CRCP under Vertical Load Action [J] Journal of Xian Highway University, Vol. 19(4), 1999 (3) Tian Yanchun Hu Changshun Load Stress Analysis for CRCP [J] Journal of Xian Highway University, Vol. 20(3), 2000 (4) Cao Dongwei Hu Changshun Temperature Stress Analysis for CRCP [J] Journal of Xian Highway University, Vol. 21(2), 2000 (5) Zhang Hongliang A Study of End Bolt-locking Structure in CRCP [D] Changan University, Xian, 2000

Proceedings of the Eastern Asia Society for Transportation Studies, Vol.4, October, 2003