【摘要】：層間結合優(yōu)劣是影響瀝青路面使用壽命的重要因素之一,特別是在瀝青路面大縱坡路段、小半徑路段及加速制動區(qū)域等處,路面結構層將會產(chǎn)生水平荷載,當荷載重復作用超過一定次數(shù)以后,路面結構內(nèi)產(chǎn)生的剪應力就會超過強度下降后的抗剪強度,使瀝青路面出現(xiàn)疲勞破壞。近年來,因新型的雙層攤鋪技術具有明顯改善層間粘結性能等優(yōu)勢而在我國興起,但相關研究主要集中在對國外技術方法的借鑒消化及其對路面力學相應的影響,并未研究該種攤鋪方式的疲勞性能。基于此,本文就目前現(xiàn)存的兩種路面攤鋪方式進行了層間剪切疲勞性能的研究,以此分析兩種攤鋪方式下的疲勞性能。首先,本文對江西昌九高速以及國道318落凼至分水段進行了瀝青路面病害調(diào)查,在此基礎上分析了路面可見病害的損害程度與層間損壞程度的關系。結果表明:兩者間沒有直接的聯(lián)系,在路表出現(xiàn)嚴重病害時層間只是出現(xiàn)裂縫,而路表出現(xiàn)單一裂縫時,層間界面卻已斷裂;行車道病害處芯樣與同樁號路肩處的芯樣相比可以看出,路面病害與車輪荷載反復作用產(chǎn)生的疲勞破壞相關;車轍與裂縫的出現(xiàn)幾乎都伴隨著層間界面的滑移,甚至斷裂。其次,利用45°斜剪試驗,就兩種攤鋪方式下成型的試件進行了層間抗剪強度及層間剪切疲勞試驗,對其剪切疲勞性能進行了研究。結果表明,瀝青混合料剪切疲勞試驗數(shù)據(jù)體現(xiàn)了良好的三階段變形趨勢,能清楚的解釋路面層間的永久變形;分析了疲勞壽命、層間抗剪模量及剪切變形率三個指標,認為疲勞壽命僅從數(shù)值上就可以直觀清楚的知道疲勞性能的差異,并不能反應疲勞性能與材料性能的關聯(lián)性;層間抗剪模量隨荷載作用的變化存在三個階段變化趨勢,但是荷載作用后期拐點的出現(xiàn)與否存在許多不可控因素,并不是所有的瀝青混合料試件都會出現(xiàn)明顯的拐點,因此,以層間抗剪模量值表征層間剪切疲勞性能仍需大量的試驗進行進一步驗證;穩(wěn)定階段的層間剪切變形(ND1)隨荷載作用次數(shù)的增加基本上層線形增加,計算得到的ND1是個較為穩(wěn)定的參數(shù),可以用來表征不同層間狀況下的剪切疲勞性能。最后,利用Bisar3.0軟件確定了描述層間粘結狀態(tài)的ALK的范圍,并通過室內(nèi)試驗進行驗證,認為ALK介于0~2之間,為層間界面處于較好的粘結狀態(tài);上面層與中面層層間粘結的缺失對瀝青層底產(chǎn)生的壓應力,不會產(chǎn)生自下而上的疲勞裂縫;并且彎沉控制模式下的疲勞壽命比以層間剪應力控制模式下的疲勞壽命多了50倍左右。因此,進行瀝青路面設計不考慮層間剪應力的影響是很不安全的。
[Abstract]:Interlayer combination is one of the important factors that affect the service life of asphalt pavement. Especially in the large longitudinal slope section of asphalt pavement, small radius section and acceleration braking area, the pavement structure layer will produce horizontal load. When the repeated loads exceed a certain number of times, the shear stress generated in the pavement structure will exceed the shear strength of the asphalt pavement after the strength decreases, which will cause fatigue damage to the asphalt pavement. In recent years, the new double-layer paving technology has become popular in China because of its obvious advantages of improving the interlayer adhesion. However, the related research mainly focuses on the reference and digestion of foreign technology and methods and its corresponding influence on pavement mechanics. The fatigue performance of this kind of spreading method has not been studied. Based on this, this paper studies the interlaminar shear fatigue performance of the two existing pavement paving methods, and analyzes the fatigue performance of the two paving methods. Firstly, the paper investigates the asphalt pavement diseases of Changjiu Expressway and 318 National Highway from Lutai to Waterway, and analyzes the relationship between the damage degree of visible pavement diseases and the damage degree between layers. The results show that there is no direct relation between them. When there is serious disease on the road surface, only cracks appear between the layers, but the interlayer interface breaks when there is a single crack on the road surface. Compared with the core sample at the same pile and the same pile, it can be seen that the pavement disease is related to the fatigue failure caused by repeated wheel loads, and the occurrence of ruts and cracks is almost accompanied by the slippage and even fracture of the interlayer interface. Secondly, the interlaminar shear strength and interlaminar shear fatigue tests were carried out by 45 擄oblique shear test, and the shear fatigue properties of the specimens were studied. The results show that the shear fatigue test data of asphalt mixture show a good three-stage deformation trend, which can clearly explain the permanent deformation between the pavement layers, and analyze the three indexes of fatigue life, shear modulus and shear deformation rate. It is concluded that the fatigue life can know the difference of fatigue performance directly and clearly only from the numerical value, and it can not reflect the relationship between fatigue performance and material performance, and there are three stages of variation tendency of shear modulus between layers with load. However, there are many uncontrollable factors in the occurrence of inflection point in the later stage of loading, not all the asphalt mixture specimens will appear obvious inflection point, so, A large number of tests are needed to further verify the interlaminar shear fatigue properties, and the interlaminar shear deformation (ND1) in the stable stage increases with the increase of the number of loads, and the interlaminar shear deformation (ND1) increases with the increase of the number of loads. The calculated ND1 is a relatively stable parameter, which can be used to characterize the shear fatigue properties of different interlaminar conditions. Finally, the range of ALK describing the interlayer bond state is determined by using Bisar3.0 software, and verified by laboratory tests. It is concluded that the ALK is between 0 and 2, and the interlayer interface is in a better bond state. The compressive stress caused by the bond between the top layer and the middle layer will not produce the fatigue crack from bottom to top. The fatigue life under deflection control mode is about 50 times longer than that under interlaminar shear stress control mode. Therefore, it is not safe to design asphalt pavement without considering the effect of interlayer shear stress.
【學位授予單位】：重慶交通大學
【學位級別】：碩士
【學位授予年份】：2015
【分類號】：U416.217

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