【摘要】：水泥混凝土路面雖然具有強(qiáng)度高、剛度大等優(yōu)點(diǎn),但在車輪沖擊振動(dòng)荷載以及自然因素作用下路面早期斷板現(xiàn)象十分普遍。而在面層與基層之間增設(shè)瀝青緩沖隔離層后,沖擊振動(dòng)荷載由面層通過(guò)具有一定柔性的瀝青隔離層傳遞到基層,有效緩解了路面結(jié)構(gòu)受到的沖擊振動(dòng),可耗散掉路面板的振動(dòng)能量。但目前對(duì)水泥混凝土路面瀝青緩沖隔離層動(dòng)能耗散性能研究甚少。本文著重對(duì)水泥混凝土路面瀝青緩沖隔離層的動(dòng)能耗散機(jī)理及在不同影響因素下的動(dòng)能耗散效應(yīng)進(jìn)行研究。采用自行研發(fā)的落球試驗(yàn)裝置,依據(jù)美國(guó)ACI544委員會(huì)提出的落球法對(duì)路面結(jié)構(gòu)實(shí)施振動(dòng)沖擊,研究貧混凝土基層有、無(wú)瀝青緩沖隔離層及不同影響因素下瀝青緩沖隔離層路面結(jié)構(gòu)振動(dòng)響應(yīng)。結(jié)果表明,路面板的振動(dòng)作用是一個(gè)逐漸衰減的過(guò)程,并伴隨著能量耗散；瀝青緩沖隔離層能夠有效地減小路面板的振動(dòng)響應(yīng)幅值,顯著提高路面結(jié)構(gòu)的動(dòng)能耗散效果；空隙率較大時(shí)能降低振動(dòng)響應(yīng)幅值,提高緩沖能力；90#瀝青較70#瀝青更有利于削減沖擊力；瀝青緩沖隔離層摻加橡膠粉比普通瀝青緩沖隔離層具有更為優(yōu)異的減振耗能效果,橡膠粉摻量為15～20%較為適宜；隔離層厚度取3-4cm時(shí),其動(dòng)能耗散效應(yīng)較為理想。采用電液伺服試驗(yàn)系統(tǒng)對(duì)不同路面結(jié)構(gòu)進(jìn)行模擬車輪荷載沖擊振動(dòng)作用的疲勞破壞試驗(yàn),分析了路面結(jié)構(gòu)動(dòng)力響應(yīng)與疲勞壽命的相關(guān)性。得知瀝青緩沖隔離層起到良好的減振效果,削減了路面結(jié)構(gòu)受到的沖擊力,顯著增加了路面結(jié)構(gòu)的疲勞壽命；與70#瀝青緩沖隔離層相比,90#瀝青緩沖隔離層振動(dòng)衰減速度更快,對(duì)路面板振動(dòng)能量耗散程度更高,延長(zhǎng)了路面結(jié)構(gòu)的疲勞壽命；瀝青緩沖隔離層在摻加橡膠粉后,路面結(jié)構(gòu)的振動(dòng)響應(yīng)得到顯著改善,使振動(dòng)衰減更為迅速,極大地吸收車輪對(duì)路面板的沖擊能量,大幅提升了使用壽命；隨著瀝青緩沖隔離層厚度的增加,基層受到的沖擊力得到緩解,但不利于削弱車輪荷載對(duì)路面板產(chǎn)生沖擊振動(dòng)效應(yīng),路面結(jié)構(gòu)的使用壽命僅略有增加。根據(jù)試驗(yàn)研究結(jié)果,建議瀝青緩沖隔離層使用90#瀝青,級(jí)配采用空隙率較大的配合比。
[Abstract]:Although cement concrete pavement has the advantages of high strength and high stiffness, it is very common to break the pavement slab in the early stage under the impact vibration load of wheel and natural factors. After adding the asphalt buffer isolation layer between the surface layer and the base course, the impact vibration load is transferred from the surface layer to the base course through the asphalt isolation layer with certain flexibility, which effectively alleviates the impact vibration of the pavement structure. The vibration energy of the road panel can be dissipated. However, there is little research on the kinetic energy dissipation performance of asphalt buffer isolation layer on cement concrete pavement. In this paper, the kinetic energy dissipation mechanism of asphalt buffer isolation layer on cement concrete pavement and the kinetic energy dissipation effect under different influence factors are studied. Based on the falling ball method proposed by the ACI544 Committee of the United States, the impact of vibration on the pavement structure was studied by using the self-developed drop test device, and the poor concrete base was studied. Vibration response of pavement structure without asphalt buffer isolation layer and different influencing factors. The results show that the vibration of the pavement slab is a process of gradual attenuation and accompanied by energy dissipation, and the asphalt buffer isolation layer can effectively reduce the vibration response amplitude of the pavement slab, and significantly improve the kinetic energy dissipation effect of the pavement structure. When the voidage ratio is larger, the vibration response amplitude can be reduced and the buffering capacity can be improved, 90# asphalt is better than 70# asphalt in reducing the impact force. The addition of rubber powder into asphalt buffer isolation layer is more effective than ordinary asphalt buffer isolation layer in reducing vibration and energy dissipation. The rubber powder content is 1520% and the kinetic energy dissipation effect is better when the thickness of the isolation layer is 3-4cm. An electro-hydraulic servo test system was used to simulate the fatigue failure of different pavement structures under wheel load shock vibration. The correlation between the dynamic response of pavement structure and fatigue life was analyzed. It is known that the asphalt buffer isolation layer plays a good damping effect, reduces the impact force of the pavement structure, and significantly increases the fatigue life of the pavement structure. Compared with 70# asphalt buffer isolation layer, the vibration attenuation speed of 90# asphalt buffer isolation layer is faster, and the vibration energy dissipation degree of road panel is higher, which prolongs the fatigue life of pavement structure. After adding rubber powder into asphalt buffer isolation layer, the vibration response of pavement structure is improved significantly, and the vibration attenuation is more rapid, which greatly absorbs the impact energy of the wheel to the road panel and greatly increases the service life. With the increase of the thickness of the asphalt buffer isolation layer, the impact force of the base is alleviated, but it is not conducive to weakening the impact vibration effect of the wheel load on the pavement slab, and the service life of the pavement structure is only slightly increased. According to the experimental results, it is suggested that 90# asphalt should be used in the asphalt buffer isolation layer and the mix proportion with large void ratio should be used in the gradation.
【學(xué)位授予單位】：廣西大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2015
【分類號(hào)】：U416.216

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