發(fā)布時間：2018-02-16 17:03

  本文關(guān)鍵詞： 機(jī)場 瀝青加鋪層 行駛狀態(tài) 輪轍 靜力響應(yīng) 動力響應(yīng) 差異設(shè)計(jì)　出處：《長安大學(xué)》2016年碩士論文　論文類型：學(xué)位論文

【摘要】：我國在80~90年代修建的水泥混凝土機(jī)場跑道陸續(xù)進(jìn)入使用后期,迫切需要在不停航施工條件下進(jìn)行結(jié)構(gòu)補(bǔ)強(qiáng)或功能恢復(fù),從而使得滿足不停航要求的白改黑瀝青加鋪技術(shù)成為一種常用改造措施。但是,由于飛機(jī)在平行滑行道、聯(lián)絡(luò)道及跑道上行駛狀態(tài)的極大差異,導(dǎo)致飛行區(qū)局部區(qū)域在使用兩三年后即出現(xiàn)嚴(yán)重早期病害,尤其在重載、高溫等不利耦合條件下,平行滑行道及聯(lián)絡(luò)道輪轍病害迅速產(chǎn)生及發(fā)展。因此,系統(tǒng)研究飛行區(qū)上述區(qū)域抗輪轍技術(shù)并建立一套適用于此種行駛狀態(tài)的設(shè)計(jì)方法應(yīng)用前景廣闊。本文首先通過對國內(nèi)幾個機(jī)場飛行區(qū)典型病害調(diào)查,發(fā)現(xiàn)失穩(wěn)型輪轍、抗剪切強(qiáng)度不足產(chǎn)生的推移是機(jī)場瀝青加鋪結(jié)構(gòu)主要病害類型,主要集中在平行滑行道、聯(lián)絡(luò)道及跑道端部;通過對加鋪結(jié)構(gòu)變形機(jī)理闡述,說明常用SMA+AC組合形式抗變形能力滿足跑道中部要求,但由于飛機(jī)荷載作用時間及方式的顯著差異并不適用于上述病害集中區(qū)域。其次,通過有限元軟件,基于停滯、低速及高速(0m/s、5m/s、50m/s)三種行駛狀態(tài),分別分析了荷載、溫度、模量及應(yīng)力吸收層厚度及模量變化下瀝青加鋪結(jié)構(gòu)靜力及動力響應(yīng)。結(jié)果表明,加鋪層在大型飛機(jī)荷載及高溫下將處于不利受力狀態(tài),荷載增大1倍后,其剪應(yīng)力、剪應(yīng)變均增大1倍;溫度從20℃增大到50℃后,剪應(yīng)力減小10%剪應(yīng)變則增大168%。然而,下面層模量從1500MPa增加到3600MPa后,剪應(yīng)力雖增加了29.2%,但剪應(yīng)變降低了43.1%,且降幅逐漸降低,以此推薦出合理模量范圍為2100~2700MPa。隨應(yīng)力吸收層厚度(模量)增長,層底剪應(yīng)力先明顯降低后緩慢增長(逐漸增大),層內(nèi)最大剪應(yīng)力則逐漸增大(逐漸減小),綜合考慮其厚度為1~2cm、模量為300MPa左右或采用APP油氈防裂措施較為合理;不同行駛速度下,其剪應(yīng)力、剪應(yīng)變及路表彎沉隨速度的增大呈“S”型減小趨勢,50m/s下其剪應(yīng)力、剪應(yīng)變及彎沉分別較5m/s下降低5.9%、3.9%及38.1%,說明速度主要影響彎沉,其次是應(yīng)力應(yīng)變。然后,基于粘彈性理論建立輪轍數(shù)值計(jì)算模型,分析行駛速度、荷載、溫度對瀝青加鋪層輪轍的影響,得出5m/s下輪轍為50m/s下的2.63倍、荷載增大1倍后輪轍增大49%、50℃下輪轍為40℃下的2.82倍,在重載、低速、高溫條件下將處于極限不利受力狀態(tài);同時對不同材料類型及厚度組合下平行滑行道、聯(lián)絡(luò)道及跑道的永久變形進(jìn)行分析,推薦適合于不同行駛狀態(tài)的結(jié)構(gòu)組合形式及厚度。最后,結(jié)合本文分析及現(xiàn)有規(guī)范,提出以容許剪應(yīng)力及容許輪轍為驗(yàn)算指標(biāo)的飛行區(qū)不同區(qū)域?yàn)r青加鋪結(jié)構(gòu)差異化設(shè)計(jì)方法。
[Abstract]:The cement concrete airport runway built in the 1980s and 1990s in our country has entered the later stage of operation, so it is urgent to strengthen the structure or restore the function without stopping the construction. Thus, the white to black asphalt overlay technology, which meets the requirements of non-stop operation, has become a common retrofit measure. However, due to the great differences in the running state of the aircraft in parallel taxiways, liaison roads and runways, As a result, serious early diseases occur in the local area of the flying area after two or three years of service, especially under unfavorable coupling conditions such as heavy load, high temperature, etc., the parallel taxiway and junction track rutting diseases occur and develop rapidly. This paper systematically studies the anti-rutting technology of the above mentioned areas in the flying area and establishes a design method suitable for this kind of driving state, which has a bright future. Firstly, through the investigation of typical diseases in several domestic airports, the unstable rutting is found. The passage of insufficient shear strength is the main disease type of airport asphalt overlay structure, mainly concentrated in parallel taxiway, junction road and end of runway. It shows that the common SMA AC combination can meet the requirements of the middle part of the runway, but the significant difference in the time and mode of aircraft loading is not suitable for the above disease concentration area. Secondly, through the finite element software, based on stagnation, The static and dynamic responses of asphalt overlay structure under load, temperature, modulus and stress absorption layer thickness and modulus are analyzed in three driving states: low speed and high speed 0 m / s / s 5 m / s / s. The results show that, The overlay will be in a disadvantageous state under the load of large aircraft and at high temperature. When the load increases by 1 times, the shear stress and strain of the overlay will increase by 1 times, and the shear stress will decrease by 10% when the temperature increases from 20 鈩，

本文編號：1516008