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Article Navigation >  Journal of Traffic and Transportation Engineering  > 2010  >  10(6): 20-24
YANG Jun, LI Wei-nong, CHEN Zhi-wei, YU Bin. Finite element analysis of asphalt pavement on long-steep longitudinal slope[J]. Journal of Traffic and Transportation Engineering, 2010, 10(6): 20-24. doi: 10.19818/j.cnki.1671-1637.2010.06.004
Citation: YANG Jun, LI Wei-nong, CHEN Zhi-wei, YU Bin. Finite element analysis of asphalt pavement on long-steep longitudinal slope[J]. Journal of Traffic and Transportation Engineering, 2010, 10(6): 20-24. doi: 10.19818/j.cnki.1671-1637.2010.06.004
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Finite element analysis of asphalt pavement on long-steep longitudinal slope

doi: 10.19818/j.cnki.1671-1637.2010.06.004
  • 1.

    School of Transportation, Southeast University, Nanjing 210096, Jiangsu, China

  • 2.

    Zhejiang Provincial Kewe Engineering Consulting Co., Ltd., Hangzhou 310002, Zhejiang, China

  • 3.

    Department of Civil and Environmental Engineering, University of South Florida, Tampa 33620, Florida, USA

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  • Author Bio:

    YANG Jun(1968-), female, professor, +86-25-83795840, yangjun@seu.edu.cn

  • Received Date: 2010-07-01
  • Publish Date: 2010-12-25
    Abstract
  • Because the rutting damages of asphalt pavement easily appeared at uphill sections of long-steep longitudinal slope, five different slopes were chosen based on the visco-elastic constitutive model of asphalt mixture, and the distribution regularities of the maximum shear stress and vertical strain for mixture surface course under the action of standard axle load were analyzed by finite element software ABAQUS. The impacts of traffic load and vehicle speed on road sections with and without slopes were also presented. Calculation result indicates that maximum shear stress and vertical strain are directly proportional to slope and traffic load and inversely proportional to speed. Road sections with slopes are more sensitive to traffic load and speed. The average values of the maximum shear stress and vertical strain in the middle layer, which ranges from 4~10 cm below road surface, are greater than that of other layers. So the rutting damages are most likely to appear in the middle layer, and it is more important to improve the rutting resistance of middle layer for long-steep longitudinal slope.

     

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