INTERNATIONAL JOURNAL FOR NUMERICAL METHODS IN ENGINEERING, VOL.

36, 1465-1486 (1993)

DYNAMIC ANALYSIS OF CONCRETE PAVEMENTS RESTING O N A TWO-PARAMETER MEDIUM

MUSHARRAF ZAMAN,* ARUMUGAM ALVAPPILLAI' AND MICHAEL R TAHERI'

School of Cioil Engrnerriny and Environmental Science, The University of Oklahoma, Norman, 73019, U.S.A.

SUMMARY
An analysis procedure based on the finite element method is presented to solve moving-load problems of rigid pavements. The algorithm presented considers the dynamic pavement-aircraft interaction effects. The pavement foundation system is modelled by thin-plate, non-conforming finite elements resting on a two-parameter elastic medium. The moving aircraft loads are represented by masses supported by a spring-dashpot system moving at a specified initial horizontal velocity and acceleration. The accuracy of the finite element program developed is verified by comparing the numerical results of a static problem with the available solution. A parametric study is conducted to determine the effects of the various parameters on the dynamic response of pavements. Emphasis is placed on identifying the influence of fictitious edge and corner forces acting on the plate due to the deformation of the soil medium outside the plate.

1. INTRODUCTION

Dynamic analysis of pavements to moving loads has become an important area of research in the recent years due to its significance in the reliable and economic design of pavements. In the conventional methods, the design of rigid pavements is based on the closed-form solutions obtained from the static analysis of infinitely long plates resting on an elastic foundation. Since an infinitely long plate is considered in such analyses, the actual discontinuous nature of pavement systems is disregarded in this approach. Further, the dynamic effects of moving vehicles are accounted for by indirectly applying an impact factor. The importance of dynamic analysis was first felt in the design of railroad bridges. Many analytical and numerical methods have been presented in the past to predict the dynamic behaviour of bridges to moving Most of these studies provide solutions to one- or two-span uniform beams or plates and assume a simplified pavement model to account for the dynamic interaction between the moving loads and the pavement. The dynamic response of beams and plates resting on an elastic foundation and subjected to moving loads was also studied by several researchers in the past. However, most of these studies were limited to steady-state analytical solutions for infinitely long beams4 or infinitely long plates5 resting on a Winkler-type elastic foundation. Also, in these studies, the dynamic interaction effects were not properly accounted for. Recently, a number of studies6-' have been reported on the dynamic analysis of pavements. In these studies, an improved algorithm including the
*Associate Professor
1 University

Former Graduate Research Assistant of Shiraz, Iran

OO29-598 1/93/091465-22tS16.00 0 1993 by John Wiley & Sons, Ltd.

Received 21 August 1990 Revised 6 April 1992

1466

M. ZAMAN, A. ALVAPPILLAI AND M. R. TAHERI

vehicle-pavement interaction was proposed based on the finite element method. However, in all the aforementioned studies involving dynamic analysis of pavements, the supporting subgrade was modelled by Winkler-type foundation model, which assumes that the pavement is supported by a series of closely spaced, isolated vertical ,$rings and dashpots. Such an idealization of subgrade does not have any mechanism to provide an interaction between adjacent springs or the so-called shear interaction. Obviously, this foundation model is unrealistic because the actual soil medium is continuous and, therefore, capable of providing shear interaction. This deficiency of the Winkler idealization can be improved by modelling the subgrade as a two-parameter medium, which provides shear interaction between individual spring elements. A number of different two-parameter have been proposed in the past; and a brief review of the available models is presented in the next section. In the past, several researcher^'^-'^ have demonstrated the capability of two-parameter models in representing the soil medium. Although the modelling of subgrade as a continuum is more accurate, it is difficult to incorporate in the dynamic analysis of pavements due to its complexity. Also, in using such models, the computing cost can increase drastically due to an increase in the size of the FE mesh by incorporation of the subgrade continuum. In such cases, the two-parameter foundation models provide a better representation of the underlying soil medium and a conceptually more appealing approach than the one-parameter (Winkler) foundation model. In this study, an analysis procedure based on the finite element method is presented for analysing the dynamic response of rigid pavements due to moving-aircraft loads. The pavement-subgrade system is modelled by rectangular thin plate elements resting on a twoparameter foundation proposed by V l a ~ o v . 'The ~ dynamic interaction between the moving aircraft and the pavement is taken into account by idealizing the aircraft suspension system by springs and dashpots and having a specified initial horizontal velocity and acceleration. The solution scheme proposed utilizes the position of the vehicle as a pseudotime to define the pavement deflection at any instant. The accuracy of the two-parameter foundation model used to represent the subgrade is verified by comparing the finite element results obtained from the present study with the available solutions. A parametric study is conducted to demonstrate the significance of the two-parameter foundation model.

2. TWO-PARAMETER FOUNDATION MODELS

The development of the two-parameter models has been approached in two distinct ways. In the first case, the subgrade model is based on the Winkler idealization and improves its discontinuous behaviour by providing some kind of mechanical interaction between the individual springs. The two-parameter model developed by Filonenko-Borodichg provides shear interaction between the individual springs by connecting them by a thin elastic membrane under a constant tension. Hetenyi" considered a similar mechanism but, instead of using an elastic membrane, used an elastic plate in bending. The model developed by Pasternak" assumes the existence of shear interaction between spring elements by connecting them to an incompressible shear layer which deforms only in transverse shear. The second type of the two-parameter model has been developed based on the elastic continuum approach and imposing constraints or simplifying assumptions with respect to the expected displacements and/or stresses. In this study, a two-parameter model developed by V l a ~ o v 'based ~ on this approach (Figure 1) is used to idealize the underlying subgrade. The subgrade is assumed to be a single-layer elastic foundation of thickness H . The load-displacement

DYNAMIC ANALYSIS OF CONCRETE PAVEMENTS

1467

Figure 1. (a) Vlasov two-parameter foundation model; (b) rate of decrease of displacement and its derivative in a single-layer two-parameter medium

relationship for the Vlasov two-parameter foundation model can be obtained as

4(x, Y) = k w ( x , Y) - 2tV2w(x, Y)

(1

where Vz is the Laplacian operator in the rectangular Cartesian co-ordinates, w(x, y ) is the vertical deflection at point (x, y), and k and t are the two independent parameters needed to define the elastic medium. In the model development, it is assumed that the displacements and the normal stresses within the elastic medium decrease with depth (Figure l(b)). The rate of decrease is determined by a function $ ( z ) given by the following equation:

44)=

sinh [y(H - Z)/rn] sinh (y H/m)

1468

M. ZAMAN, A. ALVAPPILLAI AND M. R. TAHERI

where y is a constant determining the rate of decrease of displacements with depth, and m is the short half-length of the plate (Figure l(a)). Based on the variational principle, the parameters k and t can be obtained as13

k=
t=

Eoy sinh(yH/m) cosh(yH/m) 2m(l - v$) sinh2(yH/m)

+ yH/m

Eom sinh(yH/m)cosh(yH/m) - yH/m 8YU $- vo) sinh2(yH/m)

where

and (5b) In the above expressions, s I and v, are, respectively, the modulus of t.uticity ant Poissons ratio of the foundation, and H is the foundation thickness.

3. ANALYSIS OF RECTANGULAR PLATES RESTING ON A TWO-PARAMETER ELASTIC FOUNDATION

Consider a rectangular plate, with all four edges free, resting on a single-layer two-parameter elastic foundation and traversed by a moving load. The governing differential equation for this system can be expressed as DV4W(X, y) - 2tV2w(x,y)

+ kw(x, y) = 4(x, y)

(6)

where D is the plate rigidity and 4(x, y) is the dynamic subgrade-pavement-vehicle interaction force transmitted to the plate, as discussed in the next section. The governing differential equation (equation (6)) has to be solved by applying appropriate boundary conditions. For a plate resting on a Winkler foundation and with its edges free to the subgrade, the boundary conditions are identical to that of the Kirchhoff boundary conditions for an unsupported plate. However, for a plate resting on a two-parameter medium, these free-end boundary conditions are no longer valid due to the deformation of the soil medium beyond the plate edges. In such cases, based on the deflection pattern of the soil medium outside the plate, it is necessary to apply distributed forces along the plate edges and concentrated forces on all the plate corners. However, the determination of exact edge and corner reactions is difficult since the actual foundation deformation beyond the plate edges is rather complicated in nature. Vlasov and LeontevI3 presented an approximate method to evaluate the edge and corner reactions based on the virtual-work principle by assuming the following surface deflection of the soil medium outside the plate (Figure 2): w,(x, y) = wl(y)e-a(x-m) in the positive direction of the x-axis w,(x, y) and w,(x, y) = w,e-a(x-m)e-a(Y-l)in the region 1x1 > m and
ly( > 1
= wm(x)e-a(J-) in

(74 (7b) (74

the positive direction of the y-axis

DYNAMIC ANALYSIS OF CONCRETE PAVEMENTS

1469

r' wm e-a@-0

Figure 2. Deflections of the plate and the surface displacements of the elastic medium

Figure 3. Aircraft-pavement model

1470

M. ZAMAN, A. ALVAPPILLAI AND M. R. TAHERI

where w,and w, are the edge deflections along the plate edges x = f m and y = & I, respectively, w, is the corner deflection, and c1 = The distributed edge forces Ql and Qm along plates edges x = & in and y = rt_ 1, respectively, can be obtained as

Jk/2r.

and Qm=2t

KW,+

(g)m&(29m]
=

where the subscripts 1 and m denote that the deflections and derivatives are obtained at x or y = kl. The corner reactions R to be applied at the plate corners are given by

k rn
(9)

K
where w,is the corner deflection.

= +tw,

4. FINITE ELEMENT FORMULATION

The non-conforming thin plate elements are used in this study to model the plate. The fournoded, isoparametric plate element having three degrees of freedom at each node, namely, the vertical displacement w, the rotation about x-axis, Ox, and the rotation about y-axis, Q,, are used in this study to model the pavement. The stiffness and the mass matrices of this element are well documented in the literature. The governing differential equation (equation (6)) for a rectangular plate element resting on a two-parameter foundation can be transformed into the following stiffness matrix form by adopting the variational principle:

( C k o l - Chi+ Ik2lI(dI = {Q}

(10)

where [ k o ] is the element plate stiffness matrix, [kl] and [ k 2 ] are the foundation stiffness matrices corresponding to the foundation parameters t and k, respectively, {Q> is the element nodal force vector and ( d } is the element nodal displacement vector. The stiffness matrices and the force vector defined in equation (10) can be expressed as

and

DYNAMIC ANALYSIS OF CONCRETE PAVEMENTS

1471

where
(1 2a)

and [ N ] is the vector of interpolation functions. In equations (12a) and (12b), the subscripts x and xx denote, respectively, the first- and the second-order partial derivatives with respect to x. In equation (12c), E and I are the elastic modulus and the Poissons ratio of the plate, respectively, and h is the plate thickness. The force vector ( Q ) in equation (1 Id) can be determined by evaluating the dynamic interaction force q(x,j )transmitted to the plate due to moving loads.

5. DYNAMIC PAVEMENT-AIRCRAFT INTERACTION

The dynamic pavement-aircraft interaction is accounted for in the formulation by treating the pavement and the moving aircraft as a single integrated system as shown in Figure 3. The main landing gear of the aircraft is modelled by a set of independent discrete units consisting of a lumped mass ( M i )supported by a spring ( k i )and a dashpot (ci). Thc moving aircraft is assumed to have specified values for velocity, v(t), and acceleration, a(t). The following discussion is based on the formulation of a dynamic pavement-aircraft interaction model presented in Reference 7. The dynamic interaction force F i(x, y), transmitted to the plate due to the moving aircraft is given by
Fi(X, y ) = Mi(S - ; i i ( t ) ) d ( X - ti, y
- Vi)

(13)

where ui is the vertical displacement of the suspended mass Mi, (ti, ri)is the position vector of the ith suspended unit, 6 is the Dirac delta function and the over dot (.) denotes derivative with respect to time t. By considering the inertia of the plate and the damping of subgrade, the total dynamic interaction force q(x, y ) can be obtained as
q(x, y )
=

Fi(x,y)

+ (my

mG

c,w)

(14)

where m is the mass density/unit area of the plate material and c, is the damping coefficient of the subgrade. Using equations (lld), (13) and (14) and expressing the plate deflection M! in terms of nodal variables i d } , equation (10) becomes
{[ko]
-

[k,]

+ [kz])

[d$ =

[NlTm[N) dA d 2{dl dt2

~

-j A

[NITc,[N] dA d J d } dt

+ [I?(&, vi)lTMi(g-

2)

(15)

1472

M. ZAMAN. A. ALVAPPILLAI AND M. R. TAHERI

70.979 (0.992)

/-

0 * 969

0.953 / (0.966)

(0.97
/

/ _ _ _ --- -

L
0.892 (0.906) 0.760
(0.780)

Figure 4(a). Comparison of dimensionless plate deflections (results presented by Yangi6 are given in parentheses)

Figure qb). Comparison o f dimensionless edge and corner forces (results presented by Yanglb are given in parentheses)

where the tilde ( - ) above [ N ] indicates that the shape functions are evaluated for a specific is located. element where the mass M i By assembling equation (15), the following equilibrium equation for the total system can be obtained.

where

DYNAMIC ANALYSIS OF CONCRETE PAVEMENTS

1473

and {el is the system displacement vector. The summation sign the assembly of the individual element matrices.

in the above equations denotes

5.1 Equation of motion of the aircraft maSseS

Applying D'Alembert's principle to the aircraft suspension system,

Mib(t) + ci[&(t) ~ ( 5

yi)]
7

+ ki[ui(f) -

yi)] 7 = Mi8

(18)

By expressing w in terms of nodal variables, equation (18) can be transformed into the form

Mi&

+ ciJi + kiui = Mig + c i [ f i ( 5 ,

yi)]

dL-dl dt

+ ci[G(<,

yi)],[d]

+ ki[g(5, yi)] [d]

(19)

where t i n [$(& 4 ) ] , denotes the derivative with respect to t. Equations (16) and (19) give the two required coupled equations from which the plate nodal deflections ( e } and the vehicle displacement ui are to be determined. At this point, it is convenient to change the time variable, t, appearing in equations (16) and (19) by using the position of the suspended mass, 5, as a pseudotime ~ a r i a b l eThis . ~ step eliminates the time variable t, and equations (16) and (19) can be expressed as functions of the horizontal velocity urn and acceleration a,,, of the suspended masses. By applying the Newmark-beta method to perform the time integration, equations (16) and (19) can be expressed in the following forms, respectively:

1474

M. ZAMAN. A. ALVAPPILLAI AND M. R. TAHERI

j- 1

j- 1

(21)
whcre Y and #I are the constants associated with the Newmark-beta integration scheme, h is the increment in the aircraft position along the x-axis, and subscripts j and j - 1 refer to the time steps S j and fj- 1, respectively. For convenience, equation (20) and (21) can be combined into the following matrix equation

where

(23d)

+ "(M

2#I

2)e)
j- 1

DYNAMIC' ANALYSIS OF CONCRETE PAVEMENTS

1475

6. SOLUTION SCHEME
It can be observed that the stiffness matrix in equation (22) is not symmetric since [S12] is not Howcver, the submatrix [S,,] is symmetric and banded, and [S,,] is a diagonal equal to [Sz1IT. matrix. Also, the stiffness matrix and the right-hand side force vector are time-dependent and have to be evaluated at each time stepj. For convenience in solving, equation (22) can be separated into two matrix equations as [SllIjej

+ [Slzlj(ui)j = IIR11j

(244 (24b)

CSzlIjej + C S ~ ~ l j ( u i= } jIRzIj

From equations (24a) and (24b), the vector {ui can be eliminated by static condensation, and the following equation for ej can be obtained by rearranging the resulting expression. Thus, [Sllljej = [ R ~ l j - [S12IjCS22l~'CR2lj t- C ~ , 2 l j C s , , l J 1 C ~ ~ l l j e j

(25)

All terms on the right-hand side of equation (25) are known except for the vector cj. TOsolve this equation, an iterative scheme is adopted, The unknown nodal displacement vector ej on the right-hand side of the equation is first approximated by e,j- and the system of equation is solved by a direct elimination procedure. The resulting displacement vector is then substituted into the right-hand side of the equation, and a modified system of nodal displacement vector ej is computed. This process is repeated until the displacements converge to a specified tolerance. Knowing the nodal displacement vector ej, the vehicular displacements [uilj can be computed from equation (24a) or equation (24b). The solution scheme outlined above to solve equation (25) is applicable only to the Winkler foundation model. For two-parameter foundation, as discussed before, the fictitious edge and corner reactions have to be determined and incorporated before solving equation (25). Evaluation of these fictitious forces at time step j requires that the deflected shape of the plate be known a priari, as seen from equations (8) and (9). On the other hand, the plate deflections cannot be determined until the fictitious forces are known. To solvc this problem, an iterative procedure, similar to the one proposed by Yang,16 is used here. The stepwise procedure is outlined in the following. Step 1: Neglect the edge and the corner reactions and solve equation (25) for ( e i } j . Step 2: Based on the nodal deflections obtained in step 1, determine the edge and the corner forces from equations (8) and (9). Use the standard forward finite difference technique to obtain the first- and second-order derivatives appearing in equations (8) and (9). For simplicity, the same finite element mesh is used as the finite difference grid to obtain the derivatives. Step 3: Apply the fictitious edge and the corner reactions obtained in step 2 before re-solving equation (25). Step 4: Repeat steps 2 and 3 until the desired convergence is achieved. Note that the stiffness matrix IS,,], appearing in equation (25) is kept unchanged during this iterative procedure, and it is inverted only once to obtain the solution to the moving-mass problem at a particular time step j .

6.1.Moving-force solution
The moving-force solutions are obtained by neglecting the inertia effects of the moving mass. The governing equation of motion or this case is obtained from equation (20) as

1476

M ZAMAN. A. ALVAPPILLAl A N D M. R. TAHERI

+ [I WI + [$(t, ri)l'Mig

(26)

The above equation can be solved along with the iterative scheme outlined above to determine the edge and the corner reactions.

7. NUMERICAL RESULTS AND DISCUSSION

7. I . Algorithm t~eriJcation

To verify the accuracy of the finite element algorithm developed, a static problem of a rectangular plate resting on a two-parameter foundation is analysed and the numerical results obtained are compared with the results from Reference 16. The following plate and foundation properties are assumed in the analysis: length (2l)lwidth (2m) of the rectangular plate = 2.0 flexibility index of the plate
y
=
7LEo12m-

Y =2 = D(1 - v o )

1.0

the parameter determining the rate of decrease of displacement within the foundation depth = 1.5
1',

yo

where v5 is the Poisson's ratio of the foundation 1 - 11, v = Poisson's ratio of the plate material = 0.0.

= __- = 0.4

A vertical, concentrated force ( P ) is assumed to act at the centre of the plate. For the above parameters, the displacements and the fictitious edge and corner reactions acting on the plate are numerically obtained by using the computer program developed in this study, and the results are compared in Figure 4(a) and 4(b) for selected nodal points. The comparison of non-dimensional plate deflections, M, = 10wEorn/P, is shown in Figure 4(a). The results presented in Reference 16 are given in parentheses. The non-dimensionalized distributed forces, Ql = 10Qlm/Pand Q,,, = lOQ,m/P acting along the plate edges x = m and y = 1, respectively, and the corner reaction R = 10R/P are shown in Figure 4(b). The numerical results obtained from the present study agree well with those presented in Reference 16. The accuracy of the present algorithm is also verified for a number of moving-force and moving-mass problems. The analytical and the finite element results available for simply supported beams and plates'77 and for an infinitely long plate resting on a Winkler foundation model' are used in this verification. Since the dynamic analysis of rigid pavements resting on a two-parameter medium and subjected to moving loads is not available in the literature, the verification is limited to the above problems. An excellent agreement between the analytical/experimental results and the finite element solutions from the present study is observed for all the cases considered. Herein, only the results obtained for a moving-mass problem that considers a simply supported beam under a moving load are presented. The experimental results presented by Ayre et al.' are used for comparison. The experimental results were obtained for a simply

DYNAMIC ANALYSIS OF CONCRETE PAVEMENTS

1477

-2

t
0

nV/LW?

025

~v/Lw,= 0.5
I

.2

.4

.6

1.0

. . -. . .

Experirnenta! (Ayre et. al.. 1051) Experimental (Ayre et al.. 1951) Experimental (Ayre et al. 1951) Present Study Present Study

Figure 5. Moving mass over a simply supported beam ( M / M , = 0.5)

supported beam model having the following properties: beam length ( L )= 60 in, width (6) = 4 in, thickness Young's modulus ( E ) = 30 x lo6 psi lb s2/in4 mass density ( p ) = 7-346 x
(f) =

3/16 in

is 4.7 cycles/s. For a comparison of the results, the The fundamental frequency of this beam (ol) mass ratio (hf/Mhj is taken as 0.5, while the velocity ratio (nu/Lwl)is considered to be 0.25, 0.5 and 075. The following definitions are used: M = mass of the moving load; k f h = mass of the beam; u = velocity of the moving load. A comparison of the results are presented in Figure 5. It is seen that the finite element solutions agree well with the experimental observations. A maximum of 10 per cent error is observed between the finite element and the experimental results.
7.2. Parametric study A parametric study is conducted using thc proposed finite element algorithm to determine the effects of various parameters on the dynamic response of rigid pavements. Emphasis is placed on identifying the effects of fictitious edge and corner reactions, that occur due to the deformation of the soil medium beyond the plate edges, on the pavement response. For this purpose, results are presented for three different foundation idealizations: (1) Winkler idealization; (2) two-parameter foundation model without the fictitious edge and corner reactions; and ( 3 ) two-parameter foundation model with the fictitious edge and corner reactions. Tn this study, the response of a single slab due to a moving suspension unit representing an aircraft wheel load is considered.

1478

M. ZAMAN, A. ALVAPPILLAI AND M. R. TAHERI

A critical aircraft of B-727, which has twin landing gear with a maximum gross weight of 170 kip. is assumed for the aircraft model. It is also assumed that 90 per cent of the aircraft weight is carried by the main landing gear. Hence, each gear in the twin assembly carried approximately 77 kip. The following properties for the pavement subgrade system and the moving masssuspension system are assumed:

length of the pavement (21) = 300 in width of the pavement (2m) = 150 in pavement thickness = 12 in mass density ( p ) = 0.0002174 lb sz/in4 Youngs modulus of pavement material = 3.6 x lo6 psi Poissons ratio of pavement material = 0.15 Foundation damping = 5 per cent Poissons ratio of the foundation material (v,) = 0.3 H = thickness of the single-layered foundation = co y = 1.5 Properties of the suspension system: weight of the moving mass = 77 k spring stiffness = 100 k/in damping ratio = 0.5 per cent Thc non-dimensionalized static deflections wEom/P(l v i ) along the pavement centre line for different flexibility index values are presented in Figures 6 and 7. The deflections are obtained for the case when the moving suspension unit is at the centre of the plate. Only one-half of the plate response is plotted due to its symmetry. The foundation parameters k and t are calculated from equations (3) and (4). The foundation modulus ( E , ) needed for the determination of these
~

-4

Two Parameter with fictitious forces Two Parameter without fictitious forces

4 Xll

10

Figure 6 Static deflection of a centrally loaded pavement for r = 20

DYNAMIC ANALYSIS OF CONCRETk. PAVEMENTS

1479

x/l Figurc 7. Static deflection of a centrally loaded pavement for r

=

100

parameters is obtained from the flexibility index r = ~~nE,1~rn/D(l - vg), where all the parameters are fixed except E , . In this study, results are reported for r = 20 and 100 which fall within the range of practical importance. Figure 6 presents the pavement deflection for r = 20. It is observed that the central deflection for thc Winklcr idealization foundation is larger than the other two cases considered. The deflections obtained for using the Winkler model and the two-parameter model without edge and corner reactions do not show much variation near the point of load application, but twoparameter idealization has the tendency to cause an uplift near the transverse plate edge. The application of corner and edge forces with two-parameter idealization causes significant reduction in the maximum pavement deflection. For the case considered here, the maximum reduction of 19 per cent is observed at the centre of the plate. However, when the value of the plate flexibility index is increased to 100, this reduction in centre deflection is reduced to 12 per cent, as can be seen in Figure 7. This means that when the foundation becomes relatively stiffer, the importance of edge and corner reactions in the analysis is reduced. Figures 8 and 9 present the dynamic response of the pavement due to a moving mass representing an aircraft wheel load which moves from one transverse edge of the pavement to another along the pavement centre line. The results are presented for the situation when the moving mass is located at the pavement centre. The velocity ratio (v/v,,) is taken as 0.5, where the critical velocity ucr is defined by the following expre~sion:~

Figure 8 illustrates the moving-mass solution for r = 20. The deflections obtained with the Winkler model and the two-parameter model including the edge and corner forces show maximum difference in the ccntral region of the plate. When the edge and corner forces are disregarded, the Winkler and the two-parameter idealizations yield very close results, particularly in the centre region. For a small flexibility index of 20, the transverse plate edge ahead of the moving mass tends to uplift, but the other edge does not exhibit this behaviour (Figure 8). It can

1480

M. ZAMAN, A. ALVAPPILLAI AND M. R. TAHERI

-a
-10 -10 -5

Two Parameter with fictitious forces Two Parameter without fictitious forces

10

x/l
Figure 8. Moving-mass solution for r
=

20 when the moving load is at the centre of the pavement (uiu,,

= 0.5)

10

a
6

4
2
N 0 7

au
w 3

.
E m

-2
-4

-6

-a
-10

-12
-1 4

Two Parameter with fictitious forces Two Parameter without fictitious forces
-5

-10

0 xll

.5

1.0

Figure 9. Moving-mass solution for r

100 when the moving load is at the centre of the pavement (u/ucr = 0.5)

also be noted that the maximum pavement deflection occurs behind the moving mass. However, when the flexibility index increases to 100 (Figure 9), both transverse edges show the uplift characteristics due to the increasing foundation stiffness. In addition, the maximum pavement deflection shifts to the right, near to the location of the moving mass. In all the cases, the two-parameter foundation model with the edge and corner forces gives significantly less central deflection, as expected. As for the static case, the percentage of reduction decreases when the flexibility index increases.

DYNAMIC ANALYSIS OF CONCRETE PAVEMENTS

1481

A similar set of results, as presented for the moving-mass problem, is given in Figures 10 and 11 for the case of a moving force in which the inertial effects of the moving mass are neglected. From the prcceding study, it is understood that the effect of fictitious edge and corner reactions due to the deformation of the soil medium beyond the plate edges on the pavement response decreases for increasing foundation stiffness. In that study, the plate dimensions and material properties were kept constant while the foundation stiffness was varied. Another factor which can substantially influence these fictitious forces is the plate dimensions. It is obvious that if the plate edges are located far away from the point of application of the load, the magnitude of these

-.6

Two Parameter with fictitious forces Two Parameter without fictitious forces

-10

-.5

.5

1.0

x/l
Figure 10. Moving-force solution for r
=

20 when the moving load is at the centre of the pavement (u/u,,

= 0.5)

-.8

.
0

Winkler Two Parameter without fictitious forces Two Parameter with fictitious forces

1482

M. ZAMAN. A. ALVAPPILLAI AND M. R. TAHERI

fictitious forces will be reduced. In Figures 12-14, the static, moving-mass and moving-force solutions are presented for different pavement lengths. Pavement lengths of 30,40 and 50 ft are considered, while the plate flexibility index is kept constant at 100. The static pavement response for the case when the aircraft wheel load is placed at the centre is given in Figure 12. It is observed that the difference between the solutions obtained with and without the fictitious edge and corner forces decreases when the pavement length is increased. A similar observation is made for the moving-mass and the moving-force solutions presented in Figures 13 and 14, which are obtained for a velocity ratio of 0.5.

Two Parameter with fictitious forces Two Parameter without fictitious forces

.2

.4

.6

.8

1.0

x/l
Figure 12. Effect of pavement length on the static solution ( r
=

100)

Two Parameter with fictitious forces Two Parameter without fictitious forces -12 -1.0

'

-5

I 0

I
.5
1.0

Xll
Figure 13. Effect of pavement length on the moving-mass solution (r = 100, (o/oCc = 0-5)

DYNAMIC ANALYSIS OF CONCRETE PAVEMENTS

1483

Two Parameter with fictitious forces Two Parameter without fictitious forces

67-

? a;
7

Eo

-4

-a

-10

-5

0
Xll

10

Figure 14. Effect of pavement length on the moving-force solution (r

100, (v/ucr = 0.5)

Two Parameter with fictitious forces Two Parameter without fictitious forces Winkler

Figure 15. Effect of velocity ratio on the maximum centre deflection (moving-mass solution, r

100)

The effect of the velocity ratio on the maximum centre deflection of the plate is depicted in Figure 15 for moving-mass loading conditions. The flexibility index of the plate is assumed to be 100. It can be observed that the two-parameter idealization without the edge and corner forces gives more deflection than the Winkler medium. Figure 16 presents the effect of subgrade damping on the maximum centre deflection of the pavement due to a moving mass and a moving force, respectively. The two-parameter idealization without considering the edge and corner reactions yields more deflection than the Winkler

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1.0

M. ZAMAN, A. ALVAPPILLAI AND M. R. TAHERI

Two Parameter with fictitious forces Two Parameter without fictitious forces
125 150

0 0
25

50

75

100

Damping Ratio Figure 16. Effect of subgrade damping on the maximum centre deflection (moving-mass solution, Y
=

100, (t>/ccr= 0.5)

x/21
0 30

0.13

0.25

0.38

0.50

0.63

0.75

0 88

0.50

0.38

0.25

x
0.13

1 ,
0.00 m 0.00

/---/I
0.13
0.25
n

0.38

0.50

r'b 0.63

LI / / j
0.88
0.00 1.00

0.75

x / 2 1
Figure 17. Maximum principal stresses for moving-mass loading conditions

medium for the values of subgrade damping less than 40 per cent. Also, the two-parameter idealization with the edge and corner reactions gives less deflection than the other two idealizations considered. This behaviour is observed for the entire range of 0-1 50 per cent damping. The maximum and minimum principal stresses (a12/P) acting on the pavement due to moving mass are depicted in Figures 17 and 18, respectively. The results are presented for two-parameter foundation model with consideration of the edge and corner reaction. The higher stress concentrations are observed along the wheel path of the moving load.

DYNAMIC ANALYSIS OF CONCRETE PAVEMENTS

1485

x/21

x/21
Figure 18. Minimum principal stresses for moving-mass loading conditions

8. CONCLUSIONS
An improved finite element (FE) algorithm is presented to analyse the response of concrete pavements to moving aircraft loads. The underlying subgrade is idealized by a two-parameter model which accounts for the continuous behaviour of the soil medium. The moving aircraft loads are modelled by masses each supported by a spring and a dashpot system. The influence of fictitious edge and corner forces acting on the plate due to the deformation of the soil medium beyond the plate edges is studied by comparing the result obtained with different foundation idealizations. From the parametric study conducted, it is observed that the influence of the fictitious forces decreases when the foundation stiffness increases or when the plate length increases. The proposed FE algorithm can be effectively used to analyse dynamic response of airport pavements.
REFERENCES
1. R. S . Ayre, L. S. Jacobson and C. S. Hsu, Transverse vibration of one and two-span beam under thc action of a moving mass load, Proc. 1st National Congress ofApplied Mechanics, U.S.A., 1951, pp. 81-90. 2. E. C. Ting, J. Genin and J. H. Cinsbert, A general algorithm for moving mass problcms, J . Sound Vib., 33, 49-58

(1974). 3. D. M. Yoshida and W. Weaver, Finite element analysis of beams and plates with moving loads, Publ. Int. Assoc. Bridge Struct. Enq., 31, 179-195 (1971). 4. J. D. Achenbach and C. T. Sun, Moving load on a flexibly supported Timoshenko beam, Int. j . solids struct., 1. 353-370 (19651. 5. W. E. Thompson, Analysis of dynamic behavior of roads subject to longitudinally moving loads, H R B 39, pp. 1-24 (1963). 6. R. H. Ledesma, Vehicle-guideway interaction in rigid airport pavements with discontinuities, Master Thesis, University of Oklahoma, 1988. 7. M. R. Taheri and E. C. Ting, Dynamic response of plate to moving loads: finite element method, Comp. Srruct., 34, 509-521 (1990). 8. M. Zaman, M. R. Taheri and A. Alvappillai, Dynamic analysis of a thick plate on viscoelastic foundation to moving loads, Int. j. numer. anal. methods geomech., 15, 627-647 (1991). 9. M. M. Filmenko-Borodich, Some Approximate Theories of the Elastic Foundation, Uchenyie Zapiski Moskovskogo Gosudarstuenogo Universiteta Mechanika (in Russian), U.S.S.R.,vol. 46, 1940, pp. 3-1 8. 10. M. Hetenyi, Beams an Elustic Foundation, University of Michigan Press, Ann Arbor, MI, 1946. 11. A. D. Kerr, Elastic and viscoelastic foundation models, J . Appl. Mech. ASME, 31, 491-498 (1964).
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12. P. L. Pasternak. On a new method analysis of an elastic foundation b y means of two foundation constants, Gosudarstvennoe lzadatelstvo Literaturi PO Stroitelstvu & Arkhitekture, (in Russian), Moscow, 1954. 13. V. L. Vlasov and N. H. Leontev, Beams, plates and shells on elastic foundation (Translated from Russian), Israel Program of Scientific Translation, Jerusalem, 1966. 14. M. E. Harr, J. L. Davidson, Hoss, Da-Min, L. E. Pombo, S. W. Ramaswamy and J. C . Rosner, Euler beams on a two-parameter elastic foundation model, J . soil mech.found. diu. ASCE, 95, 933-948 (1965). 15. T. Nogami and Y. C . Lam, Two-parameter layer model for analysis of slab on elastic foundation, J . Eng. Mech. A S C E , 113, 1279-1291 (1987). 16. T. Y. Yang, A finite element analysis of plates on a two parameter foundation model, Cornp. Struct., 2, 593-614 (1972). 17. F. Zhashua and R. D. Cook, Beam elements on two parameter elastic foundation, J . Eng. Mech. ASCE, 109(3), 1390-1401 (1983). 18. 0.C. Zienkiewicz and Y.K. Cheung, The finite element method for analysis of elastic isotropic and orthotropic slabs, Proc. inst. c i d eng., 1964, Vol. 28, pp. 471-488.