Automation in Construction 111 (2020) 103066

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Automation in Construction
journal homepage: www.elsevier.com/locate/autcon

Parametric modeling and structure verification of asphalt pavement based T

on BIM-ABAQUS
⁎
Fanlong Tanga, Tao Maa, , Yongsheng Guanb, Zhixiang Zhangb
a
School of Transportation, Southeast University, Nanjing, China
b
Jiangsu Sinoroad Engineering Technology Research Institute Co. LTD., Nanjing, China

A R T I C LE I N FO A B S T R A C T

Keywords: As a result of progressive use of BIM in effective collaboration and sophisticated data management, the amount
Asphalt pavement of diverse project information is rapidly increased, thus its appearance directly led to revolutionary change in
Revit 3D model intelligent engineering and production mode. However, it has not been quite advanced in supporting road en-
Data conversion interface gineering, especially in conducting a structural calculation for asphalt pavement. Relying on the capabilities of
Finite element analysis
BIM and finite element modeling software ABAQUS, this paper proposed a data conversion interface that can not
Structure calculation
only present three-dimensional visual modeling but also conduct structural calculation for asphalt pavement. A
3D visualization modeling of asphalt pavement was firstly carried out through Revit modeling software.
Afterward, the generated model file (.RVT) was imported into the transferring software YJK, and the model was
transformed into a file named INP by the transferring software. Thus, the generated model file (.INP) was
analyzed by the software ABAQUS. This study effectively strengthened the BIM with structural analysis cap-
ability by developing a conversion interface based on BIM-ABAQUS. The framework provided a supporting
platform for the integration of BIM-based highway route design and pavement structural analysis in pavement
engineering.

1. Introduction simulation modeling, it lacks the capability for structural computation

In the fast-ongoing urbanization process, Building Information
Modeling (BIM) has become one of the foremost modeling technologies
especially in the context of increasing complexity of building projects,
construction related simulations, and integrated facility management
[1–3]. Moreover, BIM is also the return of the design philosophy, to aid
the architects from using the conventional 2D construction drawings to
characterize the 3D reality [4–7]. On the other hand, as a modern
transport medium, the expressway has emerged as one of the most
important infrastructures in today's social economy [8–11]. To ensure
the progress, improve the management level and productivity in the
road industry, road engineers have widely adopted and evaluated the
BIM technology for its application in the road industry in recent years
[12–14].
The BIM originates from the building industry, and thus the existing
BIM standards and applications are originally designed to fit the service
conditions of the building industry, whereas if they are suitable for road
engineering was unknown. The design of expressway is complicated
since it includes both geometry design and pavement structural thick-
ness and material design. Although the BIM has excellent 3D visual
[15–17]. In the meantime, the FEM simulation software ABAQUS offers
powerful computational functionalities for complex structures but is too
complicated to serve engineering practice. How to complement and
strengthen BIM with versatilities to accommodate various professional
fields is one of the hottest topics at present [18–22].
Previous studies have attempted to explore BIM implementation on
structure calculation. In particular, Jeong et al. [23] proposed an in-
tegration of BIM and analysis model named bridge management system
(BMS). It effectively enriches information, analysis and visualization
service by integrating bridge and monitoring information. However, it
only applies to bridge engineering but cannot be utilized in the road
industry. Marzouk [24] proposed a combination of BIM and computer
simulation modeling, which provides a framework for site construction,
but the models of structural analyzes are not involved. Tschickardt et al.
[25] used BIM technology in highway construction by an example
project and carried out with design, execution, and maintenance by
BIM. This is a study that enables BIM technology to cover the service
life of the road comprehensively. Costin et al. [26] mainly focused on
the application of BIM technology for transportation infrastructure. It
provides a comprehensive, up-to-date literature review and critical

⁎
Corresponding author.
E-mail address: matao@seu.edu.cn (T. Ma).

https://doi.org/10.1016/j.autcon.2019.103066
Received 14 June 2019; Received in revised form 27 November 2019; Accepted 20 December 2019
0926-5805/ © 2019 Elsevier B.V. All rights reserved.
F. Tang, et al.
analysis of research areas regarding BIM for transportation infra-
structure. However, as an important part of asphalt pavement design,
the structural calculation is not mentioned in both literatures. On the
other hand, for the research of asphalt pavement structure calculation,
Ahmed [27], Li [28], Singh [29] et al. conducted a structural calcula-
tion of asphalt pavement based on finite element program, and pro-
posed models which can be adopted for rutting and fatigue performance
prediction of asphalt pavement. However, these studies are still limited
to the theoretical model derivation and are difficult to serve design and
construction because of lacking a carrier, such as BIM.
In summary, most of the researchers are rarely involved in the road
field by BIM technology or developed the function of structural calcu-
lation in BIM which can be attributed to two reasons: firstly, the ap-
plication of the BIM technology in the road engineering is still in its
initial stage; secondly, the structural design and analysis are usually
two separate parts, and it is difficult to combine them into one platform
and work together properly. The design process of asphalt pavement
includes a structural design which directly affects the long-term per-
formance of asphalt pavement, and thus combining BIM with industry
characteristics to enrich the function of structure analysis and achieve
organic integration between different software is the inevitable trend of
future the BIM technology [30–32]. The objective of this study is to
construct the data conversion interface based on the BIM and the
ABAQUS. The interface enables BIM modeling data to be interoperable
with finite element analysis software to realize structural calculation
within BIM, which effectively extends the research and development of
BIM technology in the road industry.
2. Development of a parametric model for asphalt pavement
This section describes a parametric model of asphalt pavement de-
sign by Revit Architecture, a BIM software including features for ar-
chitectural design, mechanical, electrical and plumbing (MEP), and
structural engineering and supporting a multidisciplinary, collaborative
design process [33–35]. A typical expressway asphalt pavement struc-
ture is adopted according to China's traffic loading and climatic con-
dition. Then, the parametric model is constructed based on the typical
pavement structure through the cooperation of BIM software such as
Revit, Navisworks and Infraworks. The target model is shown in Fig. 1.
As shown in Fig. 1, the detailed modeling process is structured by
four steps. The first section presents a 3D semi-rigid base layer with its
Fig. 1. Target parametric model of typical asphalt pavement.
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Automation in Construction 111 (2020) 103066
thickness and material properties. The second step is mainly focusing
on taking pictures from the construction scene. Next, the superstructure
is modeled based on these construction scenes, which consist of a
drainage ditch, medial divider, side slope and so on. The last step
should combine the pavement structure with the superstructure to
complete the final model construction of three-dimensional typical as-
phalt pavement.
2.1. Typical asphalt pavement structure
A statistical survey shows that over 90% of the high-level roads in
China have adopted semi-rigid base and subbase materials using ce-
ment or lime-fly ash treated stone [36,37]. This type of base behaves
like a flexible base in an early age. Its strength and rigidity increase
dramatically over time but less than that of Portland cement concrete.
During its service life, the semi-rigid base is characterized by good ri-
gidity, stress dispersion capability, and moisture resistance with mod-
erate tensile strength and fatigue resistance. Table 1 shows the struc-
tural layout of the selected semi-rigid base asphalt pavements.
2.2. Development of the parametric model
Traditional road design relies on two-dimensional computer-aided
drawings. During the design process, designers have to spend a lot of
time on processing drawing information, which would lead to omission
and mistake of information. Moreover, the integration and analysis of
drawings cannot be carried out systematically, and still requires con-
siderable manual identification and checking, which greatly lowers the
design efficiency.
Parametric modeling of pavement deepens the application of BIM in
the road industry. It also lays a foundation for pavement structural
calculation. The 3D visual parametric model gives an intuitive sense
and understanding of the totality of the design, and also clearly displays
the advantages and disadvantages of the design from a practical per-
spective, which helps decision-making for engineers. In this section,
Revit, Navisworks and other BIM programs are used to create para-
metric models for typical semi-rigid base asphalt pavement, and to
prepare for pavement performance analysis.
2.2.1. Autodesk Revit
Autodesk Revit has become the most widely used BIM core
F. Tang, et al. Automation in Construction 111 (2020) 103066

Table 1
Selected semi-rigid pavements in China.
Project name AC Layer Base layer Subbase

Surface layer Intermediate layer Bottom layer

Beijing-Shanghai Expressway AK-16(4 cm) AC-25(5 cm) AC-25(7 cm) Lime-fly ash agg.(36 cm) Lime-fly ash soil(40 cm)
Yan cheng Expressway AK-13(4 cm) AC-20(6 cm) AC-25(7 cm) Lime-fly ash agg.(36 cm) Lime-fly ash soil(40 cm)
Nanjing-Hangzhou Expressway SMA-13(4 cm) SUP-20(6 cm) SUP-25(8 cm) Cement stabilized agg.(36 cm) Lime-fly ash soil(40 cm)
Xi Yi Expressway SUP-13(4 cm) SUP-20(6 cm) SUP-25(7 cm) Cement stabilized agg.(36 cm) Lime-fly ash soil(40 cm)

modeling software in China. In contrast to Civil 3D, Revit is good at
designing structures with complex geometry with high calculation ef-
ficiency. In this study, the Revit was used as a core modeling software.
Each road component, such as the median, AC layer, base layer, sub-
base layer, slope, and drains, is created by customizing family.
2.2.2. Creation of Revit family components
The expressway is a high-level highway, with no < 4 lanes, two-way
separated traffic, fully controlled access, and all highway crossing.
During the design process, due to the limitation of terrain conditions
and traffic volume, there are many diversities in subgrade and structure
types. The following study will focus on creating a road route model
family that meets the design needs for the creation of a parameterized
model. The basic development process is introduced in Fig. 2.
2.2.3. Establishment of asphalt pavement parameterization model based on
BIM
After the creation of family members, it is necessary to load the
application of them. Family components and project files are in-
dependent and interrelated, and parametric modeling can be done only
when family members are loaded into the project document. The
completed family members are imported into the project and assembled
according to actual roads. Taking Beijing-Shanghai expressway as an
example, the result is shown in Fig. 3.
The structural design of asphalt pavement is based on relevant
specifications of pavement design and construction, considering the
local environment as well as traffic conditions and material conditions.
Also, researches, long-term observation of the experimental roads and
theoretical analysis of the pavement structure are also essential. The
quality of pavement design directly determines the long-term perfor-
mance and service life of this expressway. Through parametric mod-
eling of asphalt pavement, the application of BIM technology in road
design is not limited to route design, but can also reflect the pavement
design information. It has perfected and enriched the application and
development of BIM in the road industry, and has laid the foundation
for further integration of BIM technology and structural analysis.

3. Development of data conversion interface

The advantage of BIM lies in the three-dimensional model visuali-

zation, which has a synergetic parametric design but lacks the cap-
ability of verifying the structural design results. Finite element soft-
ware, which has unique advantages in complex structural analysis, has
no engineering concept and therefore has very low efficiency in mod-
eling complex structure. For complex engineering structures, due to
project scale and time limitation, engineers cannot create detailed
models because of low efficiency in structural calculation and analysis.
A safety factor is used in the later process, which leads to poor design
quality. Therefore, in actual engineering projects, the design of con-
struction drawings and the structural analysis have to be separated.
Supposing that the finite element numerical analysis of the design
software is efficient and accurate, it will be able to assist engineers to
make efficient and accurate judgments of the structural performance
and failure mechanism, so that the uncertainties in the design can be
reduced to a minimum. Thus, if data transferring the relationship be-
tween BIM and various finite element software can be created, BIM's
power in terms of integration and sharing of data can be fully utilized.
The issue of information isolation can, therefore, be solved.

3.1. Method of data conversion

Fig. 2. The creation process of the Revit family model.
Step 1. Create a new project by using the program of the metric regular model
family in Revit.
Step 2. Add a series of reference planes that reflect different perspectives of the
model.
Step 3. Create an outline of the structure and then add control parameters to
convenient the user to adjust targets as necessary.
In Step 4 and Step 5, the input parameters can be adjusted according to user's
demands to obtain structure information more quickly and intuitively.
Debug the parameters of the model. This is an important part of step 6 because
some parameters can be used incorrectly due to design errors or carelessness.
The complexity of asphalt pavement parametric modeling mainly
reflects in the pavement structural verification, which includes the as-
phalt concrete layer fatigue life, semi-rigid base layer fatigue life, as-
phalt concrete layer permanent deformation, etc. However, due to the
flexibility of the design scheme, the results of the structure checking are
quite different, while there is no clear difference in the expression of the
BIM model. Thus, necessary structural analysis is needed based on
parametric modeling. However, direct conversion of BIM and finite
element software modeling data is not ideal and requires a lot of

3
F. Tang, et al. Automation in Construction 111 (2020) 103066

Fig. 3. Model process of typical asphalt pavement structure on the BIM platform.

correction, which cannot truly reflect the advantages of BIM's seamless

transmission of data.
Given the characteristics of the BIM model and the definition mode
of the IFC format model, an indirect conversion method is adopted.
Firstly, a connection to mainstream software (such as Revit) that sup-
ports the IFC format is created. Then, the IFC format structure model
generated by Revit is extracted through dedicated design software (such
as PKPM, YJK). The conversion of different format structure models to
each other is achieved thereafter. Next, the IFC format structure model
is imported into the finite element software (such as ABAQUS) to rea-
lize the extraction of model data, thus the mutual data transformation
between the finite element model and BIM model is established.
However, PKPM and YJK are mainly applied in structural design. It is
crucial to successfully implement the model data conversion interface
to BIM-supporting software such as Revit. Fig. 4. The design process of data conversion interface.

3.3. Data transformation of parameterized model based on the BIM-

3.2. Development of data conversion interface
ABAQUS conversion interface
The design process of the indirect conversion interface of model
Based on the created parameterized model and the data conversion
data is shown in Fig. 6. In this study, the IFC format model is generated
interface, structural analysis of semi-rigid base asphalt pavement was
by REVIT, which is revealed by the platform of PKPM and YJK. The
carried out for Beijing-Shanghai Expressway, as presented in Figs. 5 and
current version of IFC4 added a definition of the structural component
6.
interface, which covers common types of construction sections used in
It firstly collects the pavement information of the evaluated project
PKPM or YJK. Therefore, the technical difficulty of the geometric model
which includes material parameters and structural parameters. After
transition is reduced. Since the models created by PKPM and YJK
that, the designer starts to build a 3D road model in Revit based on the
support data transferring with ABAQUS, the focus of data conversion
above parameters. During this process, only the design parameters of
interface development is on PKPM or YJK to BIM.
the structural layer need to be adjusted accordingly. However, the si-
ABAQUS's main feature is its extensive library of arbitrary geome-
milar pavement structure form must be confirmed at first, such as the
tries and various types of material model libraries to simulate the ma-
same is semi-rigid base pavement, otherwise the structural layer needs
terial performance of typical pavements [38,39]. ABAQUS has unique
to be reorganized and redesigned.
advantages in solving structural analysis, heat conduction, mass diffu-
Next, the 3D road model with pavement structure design will be
sion, thermoelectric coupling analysis, vibration, and geotechnical
presented in Infraworks by exporting form Revit. On the other hand, the
analysis. It is one of the most powerful nonlinear analysis software.
model files need to be transformed through conversion interface and
Taking YJK software as the transformation media, using the conversion
then imported into the FEM software ABAQUS to complete the struc-
design process of Fig. 4, the BIM (Revit) IFC format structure model is
tural calculation, so as to ensure the correctness and rationality of the
extracted into YJK. Afterward, the model is converted to ABAQUS,
entire design process. The detailed process of model conversion inter-
which realizes data conversion from BIM to ABAQUS, and completes
face development is shown as follows.
the research and development of data conversion interface.

4
F. Tang, et al.
Fig. 5. Parametric modeling and structure calculation of asphalt pavement.
Firstly, the composite parameters of pavement structure were de-
termined based on actual design information and were then modeled by
the Revit software. To simplify the model and facilitate the calculation
of the later structure, only a representative section of the embankment
was selected here. Afterward, the parameterized model of the Beijing-
Shanghai Expressway asphalt pavement was exported by the PDST
plug-in (PDST is a plug-in developed based on the three-dimensional
model plot and calculation of the Revit structure) as a SAP2000 file.
The YJK has the capability to import SAP2000 format files and .INP
format files into the software ABAQUS. Therefore, by means of transit
ports of the YJK software, the parameterized pavement model in BIM
can be introduced into the ABAQUS for further structural analysis.
3.4. Structure calculation of typical pavement based on ABAQUS
Based on the created parameterized model and data conversion
interface, the BIM-ABAQUS conversion interface was used to transform
the Beijing-Shanghai Expressway semi-rigid base pavement model,
which was then introduced into the ABAQUS software for structural
calculation. The verification process and the results are shown in Fig. 7.
As shown in Fig. 7, this interface can effectively realize the data
transfer between the BIM model and ABAQUS software, which enables
ABAQUS's powerful structural calculation function to serve perfectly for
BIM software. Three parameters including vertical compressive strain,
Mises stress and tensile strain at the bottom of asphalt layer were cal-
culated in this study. Permanent deformation of AC layer was not
analyzed because the calculation in ABAQUS is much more compli-
cated. Furthermore, the main purpose of this research is to establish the
relation between BIM and ABAQUS and to complement BIM in terms of
structural calculation.
4. Case study: expressway from Phnom Penh to Sihonoukville
4.1. Background of case project
The adoption of BIM has heightened since the govement of China's
Housing Construction announced in 2017 that all construction projects
are to be delivered utilsing BIM, especially in 3D [40]. As one of the
China B&R Project, the Phnom Penh-West Halluk Highway Expressway
5
Automation in Construction 111 (2020) 103066
project starts in Phnom Penh, the capital of Cambodia, and ends in
Sihanoukville, Cambodia's largest trading port (see in Fig. 8). Due to the
raised awareness and utilisation of BIM technology, and especially
given that some traditional methods are unable to accommodate, ap-
plication of BIM on this project is necessary and extremely valuable.
4.2. BIM uses in design stage and pavement structure modeling
This project consisted of a four-lane highway with approximately
190 km in length, with pavement structure presented in Fig. 9. The
utilized BIM tools for modeling were Autodesk Civil 3D and Revit, and
Infraworks.
The BIM was adopted by the project from the initial design of road
geometry and modeling of pavement structure. As presented in Fig. 9,
the process of pavement modeling was firstly carried out by Revit.
According to the method described in Section 2.2.3, the modeling
process of pavement structure based on BIM is composed of three main
complementary steps (Figs. 10–12) and detailed below.
Step 1: Basic route modeling by Dynamo and Civil 3D
In the design phase, route modeling is the foundation work and has
been well developed in BIM. However, most 3D road models rarely
involve pavement layers and the corresponding structural analysis.
That is majorly due to the fact that the application of BIM in road en-
gineering is still in its infancy stage, and it is only used for the pre-
sentation of 3D models. In this study, the traditional route modeling
method by Civil 3D was used which has developed a perfect and con-
venient route design module. Next, the structural design of a typical
asphalt pavement will be implemented in Revit based on this completed
route design.
Step 2: Pavement structure modeling by Revit
With the application of the proposed framework in Section 2, the
pavement structure modeling process should be based on the project-
related information in Fig. 9. As both of them are semi-rigid base pa-
vement, so that it is only need to adjust the corresponding parameters
of the typical asphalt pavement structure proposed by Section 2. In
Fig. 6. Data conversion interface.
F. Tang, et al. Automation in Construction 111 (2020) 103066

Pavement Models in BIM Importing the model in ABAQUS

Loading and boundary conditions Wheel track area

(a) (b) (c)

Fig. 7. Calculation of pavement structure based on ABAQUS.
(a) Vertical compressive strain on the top of Subgrade.
(b) Mises stress (c) Tensile strain at the bottom of asphalt layer.

6
F. Tang, et al.
Fig. 8. Phnom Penh to Sihonoukville expressway infrastructure improvement.
Surface layer: AC-13(4cm)+AC-20(6cm)+
ATB-25(12cm)
Base: Graded crushed stone(16cm)
Subbase: Cement stabilized macadam
(32cm)
Fig. 9. The type of pavement structure.
addition, the foundation model of roadbed and other ancillary facilities
should be established. After completing the structural design of a ty-
pical asphalt pavement, material properties are assigned for each layer.
Finally, the finished model is exported as FBI file format by Revit.
Fig. 10. Basic route model by Dynamo and Civil 3D.
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Automation in Construction 111 (2020) 103066
Step 3: Model display in Infraworks
To ensure the model with a real and visual display, an Infraworks
equipment metamodel was proposed (Fig. 12). As an important part of
BIM software, the Infraworks is famous for conceptualize, optimize and
generate visual effects for construction projects in the context of the
natural environment. Otherwise, it includes input devices and output
devices which facilitate the interaction with other BIM software. The
main type of input device is the button of adding the parameter model.
By using this function, the model established above can be smoothly
imported into Inforworks but should with FBI file format.
The route design, pavement structure modeling, and model display
were developed from 2D to 3D. This project was undertaken through
packages of Autodesk software, providing a clear picture and
F. Tang, et al. Automation in Construction 111 (2020) 103066

Fig. 11. Pavement structure model by Revit.

Fig. 12. Model display in Infraworks.

Fig. 13. Pavement loading mode in finite element method.

Fig. 14. Contour of the bottom tensile stress.

Fig. 15. Contour of the vertical stress.

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F. Tang, et al. Automation in Construction 111 (2020) 103066

Table 2 permanent deformation result of asphalt layer is 33.5 mm, which is

Calculated fatigue life of the asphalt layer. much greater than the predetermined threshold of 15 mm [42–44].
ka kb kT1 εa Ea VFA Nf1 Therefore, the structural and material designs did not meet the design
requirements and required further optimization.
1 0.3388 1.279 42.18 9000 70 106 million Based on the traditional 2D CAD road design, this study performs 3D
visualization on the whole process of design phase based on BIM
technology. Meanwhile, the structural verification software is estab-
relationship between the project and the surrounding environment. In lished to interface with the BIM software, which enables the BIM soft-
addition, it helped the designers and contractors to have proper plan- ware to discover various unreasonable design phenomena in the design
ning on the site. process while performing 3D modeling. For instance, the structure de-
signed in this project is subjected to an unreasonable permanent de-
4.3. Structure verification of asphalt pavement based on BIM-ABAQUS formation which significantly exceeded the design limit.

As the structure calculation was one of the key processes during the
road design, the data from the BIM model should be integrated with 5. Conclusion
structural analysis software for having analytical reliability and effec-
tiveness in complying with required engineering specifications for de- The application of the BIM technology has being developed quickly
sign of highway asphalt pavement [41]. Therefore, based on the model gathered momentum for its promise of structure, organization and ef-
building in the previous section and the transformation interface pro- ficiency of the work processes and tools. The most mature stages are
posed in this paper, the finite element analysis of the designed pave- composed of design, construction management and building energy
ment structure was carried out (Figs. 13–15). conservation. However, during the design stage of road engineering, in
The fatigue life of the asphalt mixture layer is calculated according order to meet the design requirements, both the parametric design and
to Eq. (1) [42]. a real-time structural analysis of the design results is needed. During the
3.97 1.58 conventional pavement design, the construction design plan and the
1 ⎛1⎞
Nf 1 = 6.32 × 1015.96 − 0.29βka kb kT−11 ⎛ ⎞
⎜ ⎟ ⎜ ⎟ (VFA)2.72 structural analysis are two different processes. The structural analysis is
ε
⎝ a⎠ ⎝ Ea ⎠ (1) auxiliary to the design of construction plan, and is an indispensable link
3.33
to determine and guarantee the reasonability of pavement design.
1 + 0.3Ea0.43 (VFA)−0.85e 0.024ha − 5.41 ⎤ Despite useful attempts by other studies for developing a method of
kb = ⎡
⎢ 1 + e 0.024ha − 5.41 ⎥ (2) verification for the major BIM applications, especially Autodesk Revit,
⎣ ⎦
there is very limited studies to establish a conversion to integrate 3D
where,Nf1 is the fatigue cracking life of asphalt layer (equivalent axle);β
model with structural analysis. This paper specifically aimed at this
is target reliability, for highways, β = 1.65; ka is adjustment coefficient
conversion and proposed a methodology from the perspective of data
of seasonal frozen soil area, in this project, ka = 1;kb is fatigue loading
transformation in the structural analysis model. An indirect model data
mode coefficient, calculated according to Eq. (2); Ea is dynamic com-
conversion method between the BIM and the FEM software ABAQUS
pression modulus of asphalt mixture at 20 °C (MP);VFA is saturation of
was proposed, and a corresponding data conversion interface was de-
asphalt mixture (%);ha is thickness of asphalt mixture layer(mm); kT1 is
veloped.
adjustment factor of temperature.
Additionally, the parametric modeling and the structural checking
The permanent deformation of asphalt mixture layer is calculated
of semi-rigid base asphalt pavement at Beijing-Shanghai expressway
according to Eq. (3).
were taken as an example. The results showed that the data conversion
hi interface can effectively transfer data to the BIM model. It provides a
Rai = 2.31 × 10−8kRi Tref 2.93pi1.80 Ne30.48 R 0i
h0 (3) technical reference for study of integration and sharing of data in-
formation of the BIM in the structural analysis process. It strengthened
where, Rai is the permanent deformation of layer i; Tref is equivalent the BIM with the structural calculation capability, which provides
temperature of permanent deformation of asphalt layer; Ne3 is axial powerful technical support and operability for design theory with space
load cumulative times of asphalt layer permanent deformation; h0,R0i is design. Meanwhile, it effectively solves the information isolation issue
the thickness of rutting plate and its deformation under standard con- in the calculation and analysis process of asphalt pavement structure,
ditions. The calculation results are shown in Table 2 and Table 3. which in turn minimizes the uncertainty factors in the road design
As shown in the above tables, the fatigue life of the asphalt layer is process.
106 million equivalent single-axle loads (ESALs). However, the

Table 3
Calculated vertical compressive stress and delamination permanent deformation of layered top surface.
Layer Comprehensive correction Vertical compressive stress Layer thickness Rutting thickness Deformation of rutting Permanent deformation per
factor kRi (MPa) (mm) (mm) plate(mm) layer(mm)

Upper layer 3.9770 0.707 10 50 3 2.92

4.7001 0.705 15 5.16
7.0494 0.69 15 7.44
Middle layer 7.2172 0.656 20 50 2 6.18
6.0665 0.585 20 4.23
4.6079 0.495 20 2.38
Lower layer 3.3036 0.404 20 50 5 2.96
2.2815 0.321 20 1.35
1.5350 0.248 20 0.57
1.0129 0.187 20 0.23
0.6585 0.139 20 0.09
0.4231 0.104 20 0.03
Permanent deformation of asphalt layer 33.5

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F. Tang, et al.
Declaration of competing interest
The authors declare that there is no conflict of interests regarding
the publication of this paper.
Acknowledgements
The study is financially supported by the Postgraduate Research &
Practice Innovation Program of Jiangsu Province (SJKY19_0114) and
the National Natural Science Foundation of China (No. 51878164),
Jiangsu Natural Science Foundation (BK20161421), Science and
Technology Project of Shandong Transportation Department
(2017B60), The Open Fund of State Engineering Laboratory of
Highway, Maintenance Technology (Changsha University of Science &
Technology, kfj160104), and Jiangsu International Science and
Technology Cooperation Project (BZ2017011).
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