【摘要】：路面的鋪筑一般是多層的。按照層位功能和材料的不同,劃分為面層、基層和土基,依據(jù)具體的情況,面層又可分為上面層、中面層和底面層,基層包括上基層、下基層、底基層或者墊層等等。任意兩層之間的界面稱之為層間界面。目前我國路面設(shè)計理論,是以多層彈性體系理論為基礎(chǔ),并假設(shè)層間界面是完全連續(xù)的。但實(shí)際道路中,層間界面的接觸狀態(tài)比較復(fù)雜,既不是完全連續(xù),也并非處于完全滑動狀態(tài)。這就使得實(shí)際路面結(jié)構(gòu)在車輛荷載作用下所產(chǎn)生的力學(xué)響應(yīng),與理想狀態(tài)下的力學(xué)響應(yīng)有較大的差異;另一方面,國內(nèi)外已有的研究發(fā)現(xiàn),路面病害如滑移裂縫、車轍、推擠和擁包等,嚴(yán)重影響道路的使用性能。而層間粘結(jié)狀態(tài)的惡化,是導(dǎo)致路面出現(xiàn)滑移裂縫、加速路面病害產(chǎn)生的主要因素之一。瀝青路面的使用壽命和結(jié)構(gòu)行為與它的層間接觸狀態(tài)有著直接的聯(lián)系。因此,弄清楚路面層間結(jié)合狀態(tài)至關(guān)重要。層間界面模型可以用來描述瀝青路面結(jié)構(gòu)層間的結(jié)合狀態(tài),并用具體的公式來描述力與位移之間的關(guān)系。直接獲得瀝青路面層與層之間的結(jié)合狀態(tài)很困難,只能選擇模擬的辦法,并通過實(shí)驗(yàn)室試驗(yàn)來獲得。通常的做法是:對現(xiàn)場取回的芯樣或?qū)嶒?yàn)室試件進(jìn)行剪切試驗(yàn),然后通過數(shù)據(jù)分析的手段,得到某些條件下的層間界面模型。目前已有層間界面試驗(yàn)?zāi)Ｐ?是以三個參數(shù),即層間粘結(jié)系數(shù)K,層間極限抗剪強(qiáng)度Smax、摩擦系數(shù)mu,來描述路面實(shí)際層間粘結(jié)狀態(tài)。由于材料的差異性,以及加載條件、試驗(yàn)溫度、試驗(yàn)器材等因素的影響,這些參數(shù)或得到的結(jié)論,并不具有通用性。本文基于國內(nèi)外相關(guān)試驗(yàn)方法和研究結(jié)果,以Goodman模型來描述瀝青路面層間界面在一定加載條件下的力和位移的關(guān)系,并以中南地區(qū)的材料、溫度狀況為基礎(chǔ),選擇不同的試驗(yàn)溫度、不同的粘層油用量以及不同的粘層油類型,利用實(shí)驗(yàn)室UTM多功能試驗(yàn)機(jī)和自行開發(fā)的試驗(yàn)夾具,進(jìn)行層間粘結(jié)強(qiáng)度的直接剪切試驗(yàn);然后通過回歸的方法分析試驗(yàn)數(shù)據(jù),從而得出了在不同條件下,瀝青混合料試件關(guān)于層間界面剪切強(qiáng)度的大致規(guī)律。本文的研究發(fā)現(xiàn):不同的溫度,不同的粘層油種類及其用量,對層間界面模型影響較大;在同一粘層油類型及用量的情況下,隨著溫度的升高,層間粘結(jié)系數(shù)K值不斷減少,層間極限抗剪強(qiáng)度Smax值不斷減小。
[Abstract]:The pavement is usually multilayered. According to different layer function and material, divide into surface layer, base course and soil foundation, according to the concrete situation, the surface layer can be divided into upper layer, middle surface layer and bottom layer again, the basic course includes upper base, bottom base or cushion layer and so on. The interface between any two layers is called an interlayer interface. At present, the theory of pavement design in China is based on the theory of multilayer elastic system, and the interlayer interface is assumed to be completely continuous. However, the contact state of the interlayer interface is complex, which is neither completely continuous nor in a complete sliding state. This makes the mechanical response of actual pavement structure under vehicle load different from that under ideal condition. On the other hand, existing researches at home and abroad have found that pavement diseases such as slip cracks, ruts, etc. Push, squeeze and pack, seriously affect the performance of the use of roads. The deterioration of interlayer bond state is one of the main factors that lead to slip cracks and accelerate pavement disease. The service life and structure behavior of asphalt pavement are directly related to its interlayer contact state. Therefore, it is very important to understand the state of pavement interlayer bonding. The interlayer interface model can be used to describe the joint state of asphalt pavement structure, and the relationship between force and displacement can be described by concrete formula. It is very difficult to obtain the joint state between asphalt pavement layer and asphalt pavement layer directly, so we can only choose the method of simulation and get it through laboratory test. Usually, shear tests are carried out on the core samples or laboratory samples taken from the field, and then the interlaminar interface model under certain conditions is obtained by means of data analysis. At present, the interlayer interface test model is used to describe the actual interlaminar bond state of pavement with three parameters, I. e., interlaminar bond coefficient K, ultimate shear strength S _ max and friction coefficient mu. Due to the difference of materials, the influence of loading conditions, test temperature and test equipment, these parameters or conclusions are not universal. Based on the relevant test methods and research results at home and abroad, this paper uses Goodman model to describe the relationship between the forces and displacements of the interlayer interface of asphalt pavement under certain loading conditions, and based on the material and temperature conditions in the central and southern region. The direct shear test of interlaminar bond strength was carried out by using the laboratory UTM multifunctional testing machine and the self-developed test fixture by selecting different test temperature different amount of viscous layer oil and different types of viscous layer oil. Then the experimental data are analyzed by regression method, and the approximate law of interlayer shear strength of asphalt mixture specimen under different conditions is obtained. In this paper, it is found that the interlayer interface model is greatly affected by different temperature, different types and amounts of viscous oil, and the interlaminar adhesion coefficient K value decreases with the increase of temperature when the type and amount of oil in the same viscous layer increase, the interlaminar adhesion coefficient K value decreases with the increase of temperature, and the interlaminar adhesion coefficient decreases with the increase of temperature. The ultimate shear strength (Smax) of interlayer is decreasing.
【學(xué)位授予單位】：武漢工程大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2015
【分類號】：U416.217

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