The Second International Conference on Civil Engineering, Energy and Environment

Finite Element Analysis of Pavement Design Using ANSYS Finite Element

Code

Melaku, S.1, Hongsheng Qiu2

1
School of transportation, Wuhan University of Technology, 430063, Wuhan Hubei China
2
School of transportation, Wuhan University of Technology, 430063, Wuhan Hubei China
1
2690035285@qq.com, 2qiuhhss@163.com

Abstract: Dimensional finite-element programs have been employed in the past two decades for analyzing road
pavement response. In recent years three dimensional finite-element (3DFE) analysis emerged as a powerful tool
which is capable of capturing pavement response. Then the study of the effect vehicle load response on road
pavement using ANSYS software was presented. ANSYS is a finite element method based on software. Analysis
for deformation stresses-strain state have been done using both linear and non-linear material properties between
top and bottom of pavement structures. Rectangular prism has been used as the geometry of the road pavement in
different layer structures including surfaces, subsurface, capping and subgrade. The element type is solid 45 with
six degrees of freedom. 7M pa concentrated load was applied as vehicle load in road pavement. The model was
used to perform parametric studies involving effect of vehicle load on road pavement on different layer of
structures. High compressive stress was observed on road pavement due to the vehicle load which is equivalent to
0.4 Mpa. The vertical deformation of the road pavement value due to the vehicle load obtained by ANSYS is 0.6
mm which is very high and deteriorates the road pavement
Keywords: ANSYS; Stress, Strain; Finite element; Deformation

1. Introduction
A highway pavement is composed of a system of overlaid strata of chose processed materials that is positioned
on the in-situ soil, termed the subgrade Its basic requirement is the provision of a uniform skid-resistant running
surface with adequate life and requiring minimum maintenance. The chief structure purpose of the pavement is
the support of vehicle wheel loads applied to carriageway and the distribution of them to the subgrade immediately
underneath. If the road is in cut, the subgrade will consist of the in-situ soil. If it constructed on fill, the top layers
of the embankment structure are collective termed the subgrade. The pavement designer must develop the most
economical combination of layers that will guarantee adequate dispersion of the incident wheel stresses so that
each layer in the pavement does not become overstressed during the design life of the highway. The major variables
in the design of a highway pavement are: The thickness of each layer in the pavement the material contained within
each layer of the pavement the type of vehicles in the traffic stream the volume of traffic predicted to use the
highway over its design, the strength of the underlying subgrade soil. The major structure layers of the road
pavement described as follows.
1) Foundation
The foundation consists of the native subgrade soil and the layer of graded stone (Sub base and possibly
capping) immediately overlaying it. The function of the sub base and capping is to provide a platform on which to
place the road base material as well as to insulate the subgrade below it against the effects of inclement weather.
These layers may form the temporary road surface used during the construction phase of the highway.
2) Road base
The road base is the main structural layer whose main function is to with stand the applied wheel stresses and
strains incident on it and distribute them in such a manner that the materials beneath it do not become overloaded.
3) Surfacing
The surfacing combines good riding quality with adequate skidding resistance, while also minimizing the
probability of water infiltrating the pavement with consequent surface cracks. Texture and durability are vital
requirements of a good pavement surface as are surface regularity and flexibility. For flexible pavements, the
surfacing is normally applied in two layers – base-course and wearing course – with the base course an extension
of the road base layer but providing a regulating course on which the final layer is applied. In the case of rigid
pavements, the structural function of both the road base and surfacing layers are integrated within the concrete
slab. In broad terms, the two main pavement types can be described briefly as:

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a) Flexible pavements is the surfacing and road base materials, bound with bitumen binder, overlay granular
unbound or cement-bound material
b) Rigid pavements Pavement quality concrete, used for the combined surfacing and road base, overlays granular
cement-bound material. The concrete may be reinforced with steel.
Stresses are developed in rigid pavements as a result of several factors, including the action of traffic wheel
loads, the expansion and contraction of the concrete due to temperature changes, yielding of the sub base or
subgrade supporting the concrete pavement, and volumetric changes. For example, traffic wheel loads will induce
flexural stresses that are dependent on the location of the vehicle wheels relative to the edge of the pavement,
whereas expansion and contraction may induce tensile and compressive stresses, which are dependent on the range
of temperature changes in the concrete pavement. These different factors that can induce stress in concrete
pavement have made the theoretical determination of stresses rather complex, requiring the following simplifying
assumptions.
A study at University of Minnesota [10] was reported. The goal is to develop an analysis method combined
with a non-destructive testing procedure for the evaluation of load transfer for joints in concrete pavements. The
basic analysis involved a frequency response analysis by dynamically loading the joints. A three-dimensional finite
element method was used to analyze various joint conditions for load transfer ranging from full to partial load
transfer.
Stoner reported on research plans to develop a3Dfiniteelement program to study concrete pavements and to
simulate truck actions. The objectives were to develop a truck simulation model, to develop a model for doweled
concrete pavement, and to implement these two models in an interactive fashion. The analysis was intended to
obtain performance relationships based on damages predicted by the program. Actual damages recorded on
Interstate 80 were used to verify the predictions [9].
Barksdale reported a study of compressive stress pulse at different depths in a flexible pavement. Loadings
for variable vehicle speed were considered. A series of pseudo-dynamic linear and nonlinear elastic analyses were
conducted. It was concluded that linear elastic finite element was adequate for the analysis. Dynamic effects
including damping and inertial forces were neglected in the study and hence, a correction factor was introduced in
order to match the results of AASHTO road tests [12].
Paterson reported on the finite element analysis of an asphalt overlay of a cracked airport concrete pavement
in combination with a thin interlayer of elastomeric asphalt. Predictions were obtained in terms of an equivalent
thickness of asphalt overlay which yields the same performance of the inter layer system [14].
Measured pavement deflections in combination with a three-dimensional finite element analysis were used to
evaluate overlay requirement and pavement performance in a study reported by Bala and Kennedy 1986[11]. The
response predictions of the finite element analysis were calibrated against surface deflections measured by a
deflector graph. The calibration process included adjustments determined through a parametric study. The
properties assumed for the materials in the analysis were compared with laboratory determined dynamic test results
for in situ samples.
Zaghloul and White 1993 a reported results of a three-dimensional dynamic finite element analysis of flexible
pavements. The analysis simulated actual truck loads moving at different speeds. Linear and non-linear material
properties were used to model different paving materials and subgrades. An extended Drucker-Prager model was
used to model granular materials, and an extended Cam-Clay model was used for the clayey soils. Asphalt mixtures
were modeled as viscoelastic materials. Including these material models lead to the capability to obtain accurate
elastic and plastic pavement responses. With this capability, they are able to predict or to interpret pavement
performances under a variety of loading conditions and for different material characteristics [13].
The 3D finite element analysis was verified by comparing the predictions with a multi-layer elastic system,
assuming linear elastic properties and static loads. A linear correlation was found between the results obtained by
the finite element predictions and the multi-layer elastic analysis. To verify the dynamic, nonlinear finite element
analysis, the results were compared with actual measurements of pavement deflection.Agreementat95%confidence
level was obtained between the deflection predictions and the measurements.
A sensitivity study was performed by using the 3D finite elements for the effect of cross section and load
parameters on pavement responses. It was found that the speed of moving vehicle load has a significant effect on
elastic and plastic pavement responses. The confinement of shoulders has the effect of reducing pavement
deflections. A crack along the pavement/shoulder joint results in an increase in pavement deflection. Temperature
affects the asphalt layer and hence the overall pavement responses. The loading time and the rate of loading were
found to have significant effect also. When a subgrade is subjected to a high stress level, higher than its yield stress,
rutting increases significantly.

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The primary objective is to develop a three-dimensional finite element program for the analysis of general
pavement problems. The program considers conventional static and dynamic loading conditions including
harmonic excitations, pulse loadings, ramp loadings, and multiple step loadings. Provisions are made for the
convenience of handling non-conventional loadings such as falling weights and general time-dependent load
histories generated from non-destructive testing used for pavement structural evaluation. One particular important
aspect of the programs to develop a general material library. Common soil and asphalt material models in the form
of linear and nonlinear elastic materials, elastic-plastic materials with hardening, and viscoelastic materials are
included in the material library.

2. Materials and Methods

2.1. Finite element method

The finite element method is a very world leading structural tool, but several factors should be kept in mind
when performing analysis. First, the method is an approximate analytical procedure, whose accuracy will usually
depend on the level of discretization of the mesh. Second; the accuracy of the results will depend on whether or
not the major influences of the problem behavior are included in the analytical idealization. Finally, considerable
skill and knowledge is still required to interpret the finite element simulations properly and make significant and
correct.
APDL stands for ANSYS Parametric Design Language, a scripting language that you can use to automate
common tasks or even build your model in terms of parameters (variables). APDL also encompasses a wide range
of other features such as repeating a command, macros, if-then-else branching, do-loops, and scalar, vector and
matrix operations, particularly worth mentioning of which is macro. You can record a frequently used sequence
of ANSYS commands in a macro file (these are sometimes called command files). Creating a macro enables to, in
effect, create your own custom ANSYS command. In addition to executing a series of ANSYS commands, a macro
is called GUI (graphical user interface) functions.
The modelling of the structure involved the creation of the geometrical model; the assignment of the materials,
properties, mesh, contacts, the appropriate boundaries and the loadings is done using ANSYS. The finite element
model is presented in Figure-1 and was meshed with 4560 of solid elements and 5440 nodes in ANSYS Pre-
processor.

Fig. 1 Model of road pavement

2.2 Material properties

Material properties used for performing ANSYS analysis of the road pavement and each layers model were
obtained from the literature. PALSTIC- KINEMATIC (material type16) was used to represent the surface and
subsurface of superstructure of the road pavement i.e. Reinforced Cement Concrete material model. Finally
modelling and representing the foundation soil subgrade and formation soil was modelled using*VISCOELASTIC
MATERIALS (material type 24). The vehicle load is applied as concentrated load 7Mpa for each of two vehicles.

3. Finite element analysis result and discussion

3.1. Pavement deformation

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The total deformation of road pavement was calculated by ANSYS along successive structures including
surface, subsurface, capping and subgrade respectively. The maximum deformation of the vehicle load is
equivalent to 6 mm. From the calculated result the analysis of deformation is very high and leads to deterioration
of the road. The modelling result is depicted in the following Fig.2

Fig. 2 Road pavement deformation

3.2. Road pavement stress and strain state

Contour stress and plastic strain were also presented as the result of the analysis of finite element simulation.
The study gives information about the behavior of the road pavement stress- strain state. The maximum stress from
model analysis is 0.4MPa and similarly the maximum strain is 2mm. These result indicate that the impact of the
vehicle load under the road pavement structure. Therefore the result is a good input for maintenance plan and
materials selection. Figure 3a and 3b is depicted the stress and strain state.

3.3 Road pavement shear stress

The finite element analysis of ANSYS Element code could analyze the shear stress of the road pavement under
the impact of the vehicle load. The shear stress has significant influence in road pavement deterioration and failures
of the subgrade to carry the stress of superstructures. The study analysis result showed the shear stress that about
1.2 MPa

Fig.3a. Stress state

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Fig. 3b. Strain state

Figure 4. Shear stress.

4. Conclusion and Recommendation

All of the effort made in this research is to develop the applicable procedures for evaluating pavement layer
conditions from the geometry and material properties of road pavement. The characteristics of the road pavement
under vehicle load are acquired through numerical simulation when vehicles pass through the pavement under
axial load with different layers. This research can provide reference for the improvement of road pavement and
materials design.
The analysis result showed that the vertical deformation of the road pavement and stress- strain state & the shear
stress to the vehicle load response of the structures. The result can be used as pavement vehicle road design
response with finite element model using ANSYS finite element code. Therefore the method can be considered as
one of the methods to calculate the vehicle load response of road pavement

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