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Three-dimensional Finite Element Analysis of the

Load Stress in Stress Absorbing Layer of Asphalt
Rubber
WANG Kun1

HAO Peiwen 2

School of Highway
Changan University
Xian,Shaanxi, China
Department of Civil Engineering
Shandong Jiaotong University
ST 5th. Jiaoxiao Road, Jinan, Shandong, China
email: realwangkun2004@163.com

DU Zhan-jun

2
School of Highway
Changan University
Xian,Shaanxi, China
email: haopw@yahoo.com.cn

YAN Qiu-yuan4

Shandong Meteorological Administration

ST 32nd. Wuyingshan Road, Jinan, Shandong, China
email: duzanjun@163.com
AbstractIn order to study the impact of the cracks, which is
on the semi-regrid base, on the stress absorbing layer during the
old road rebuilding, the impact of the surface thickness, surface
modulus and the stress absorbing layer thickness of bituminous
concrete pavement structure, which have cracks on the base, on
the stress of the bottom of topping of road was analyzed by the
numerical analysis method of three-dimensional finite element.
The calculation of pavement structure and the analysis showed
that: the existence of the stress absorbing layer was helpful to
reduce the stress concentration of bituminous pavement in the
crack area; a cetain thickness of the stress absorbing layer,
usually 0.5-1.5cm, could improve the controlling the reflection
crack in the pavement.

Shandong HuangJinLuYuan Real Estate Company

Jinan, Shandong, China

dimensional finite model was built to analyze the stress state of

the crack region in rubber stressing absorbing layer in this
paper.
II.

CONSTRUCTION OF THREE-DIMENSIONAL FINITE

MODEL

A. Pavement typical structure

Semi-rigid base asphalt pavement model, which could be
simplified as a three-layer linear elastic system, was calculated
with static analysis method. Research objects (Figure 1), were
composed of asphalt pavement, stressing absorbing layer, base
with cracks and foundation.

Keywordsroad rebuilding; stress; three-dimensional finite;

stress absorbing layer of asphalt rubber; reflective crack

I.

INTRODUCTION

The research of controlling the reflecting crack in asphalt

overlay started abroad in 1980s. High class road networks of
Western Europe and America constructed between 1960s and
1970s were reconstructed after 1980s. America took the lead in
the omnibearing research of stressing absorbing layer (Texas
Department of Transportation, 2006). In this field, many
researches which focused on the control of reflecting crack
generation, analysis of developing mechanics, and the
performance of new material (Huang Wenyuan, 2005), were
carried out in China during 1990s. Stressing absorbing layer
made of rubber asphalt was applied to project more and more
for its better mechanical property in China.
Stress-strain states of the pavement structure with cracks,
which were analyzed by plane strain finite element model in
the past, have been very different from actual ones, and
analyzed results also have limitations. Thus, for analyzing the
actual situation, combined with specific project, three-

978-1-4577-0290-7/11/$26.00 2011 IEEE

X direction is the traveling direction, Y direction , the road cross-section

and Z direction , the depth
Figure 1. Pavement Structure

B. Basic Assumptions
(1) Asphalt layer, stressing absorbing layer, cracked semirigid base and earth subgrade are homogeneous, continuous
and isotropic elastomers; (2) Structural layers are completely
contiguous;(3) Cracks are incapable of transforming loads;(4)
Horizontal direction displacements of the Z direction of bottom

6379

layer of foundation, the horizontal direction, cross-sections of

two ends of the cracked semi-ririd base are equal to zero. With
the traveling load, the traveling direction and surface of overlay
are free. (5) Cracks are penetrating in semi-rigid base, and tips
of cracks have reached the bottom layer of the surface.
C. Model establishment
As long as the size of model is big enough, the actual effect
of the structure stress could be simulated precisely. But the
calculation speed would be slow if the size is too big, so a
balance is needed between the calculation precision and the
computational complexity. (Ren Zhong, 2003). Based on the
hypothesis that the width of transverse crack which penetrates
throughout the semi-rigid base is 0.5 cm, the testing calculation
analysis of convergence was carried out through transforming
the size of foundation. Eventually, the size of model is decided
to be 6.005 mh 6.0 mh 6.56 metersafter trial calculations
(Figure 2).
Calculation parameters of geometry size of pavement
structure and materials are shown in TableI.
The unit is a three-dimensional solid one with eight nodes,
and the total number of unit is 90158 (Figure 3).
TABLE I.

III.

ANALYSIS OF INFLUENCE OF CRACKS ON THE STUCTURE

STRESS

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For stress analysis, the standard of vehicle is BZZ-100, in
which the axle load is 100kN, the wheel compression is
0.7MPa, the distance of double rings is 32 cm, and the gaps of
two sides wheels 182 cm. For the convenience of finite element
analysis, the interface between the wheel and the pavement is
idealized to be a square which is 18.9 cm18.9 cm, namely the
contact area being 357.21 cm2. The load acts at the critical load
position.
When the distance of Wheelbase of both sides is over 1.5 m,
the interaction becomes small. Thus, two wheels in one side is
selected to calculate the load. The load action position is shown
in Figure 4.

CALCULATION PARAMETERS OF GEOMETRY SIZE OF

PAVEMENT STRUCTURE AND MATERIALS

Structure layer
Asphalt surface

Geometry size
XYZ(m3)
6.00560.15

Elastic modulus
E(Mpa)
1800

Poisson ratio

0.25

athe three-dimensional view;

(b)the top view

Figure 4. The load action position

Stressing
absorbing layer
made by rubber
asphalt

6.00560.01

50

0.25

Semi-rigid base

(3+3)60.4

1400

0.25

Foundation

6.00563

50

0.35

In order to compare damages of cracks to pavement

structure, under the partial load effects, the stress of asphalt
surface, paved on the cracked semi-rigid base, is analyzed by
ANSYS without stressing absorbing layer. It is found that, the
stress of asphalt surface is highly concentrated on cracks
(Figure5). The shearing stress yz of pavement structure
without cracks is calculated with the finite element method
with the result being shown in Figure 6.

Figure 2. Pavement model

Figure 5. Contours of the shearing

(a) whole divided results; (b) partial enlarged drawing

Figure 3. Division of pavement structure unit

6380

stress yz in asphalt surface

IV.

CONCLUTIONS

(1) It is an effective way to reduce the stress concentration

of asphalt surface in cracked region by means of setting the
stressing absorbing layer.
(2) Increasing the modulus of the stressing absorbing layer
could reduce the internal stress of surface in a certain region.
(3) In order to get a better effect of controlling the
reflecting crack of surface, the thickness of stressing absorbing
layer should not be too big and usually ranges from
0.5cm~1.5cm.

Figure 6. Contours of the shearing stress yz in asphalt surface without

cracks

REFERENCES

The calculated result shows that, the maximum shearing

stress yz decreased by almost one third, from 0.255MPa to
0.178MPa, which indicates the generation of crack has
disadvantaged the structure stress; If the tensile stress and the
shearing stress exceed the tensile strength and the shearing
strength of asphalt mixture, the reflecting crack will appear in
the asphalt surface on cracks.

[1]

[2]
[3]

6381

Huang Wenyuan.(2005). The Application of the Tire Rubber for

Pavement Project at Home and Abroad,The 6th National Road
Materials and New Technology Seminar. Papers .
Ren Zhong.(2003). Practical Analysis Course for ANSYS , Peking
University Press, Peking.
Texas Department of Transportation.(2006). Performance Testing of
Crumb Rubber Modified Hot Mmix Asphalt Concrete Research Report
0-4832-2.