本文選題：瀝青路面 + 車轍貢獻(xiàn)率��； 參考：《武漢工程大學(xué)》2014年碩士論文

【摘要】：隨著我國經(jīng)濟(jì)的發(fā)展，國家對道路的建設(shè)的投入越來越大，瀝青路面因其特有的優(yōu)勢在高等級公路、市政道路甚至一般公路的建設(shè)中占有越來越多的分量。然而，瀝青路面的各種病害一直困擾著道路工作者，如何解決這些病害、延長道路使用壽命成為道路工作者面臨的挑戰(zhàn)。車轍作為瀝青路面主要的破壞形式之一，隨著道路渠化交通、重載超載以及人們對行車舒適性等要求的提高，其引發(fā)的問題日益突出。 車轍研究是一項(xiàng)十分復(fù)雜的工作：一方面，需要掌握瀝青混合料的基本特性，而瀝青混合料的基本特性與瀝青面層所承受的車輛荷載以及溫濕度條件息息相關(guān)；另一方面，，路面的結(jié)構(gòu)特性、混合料的材料特性、層間接觸條件等因素，又對車轍產(chǎn)生重要的影響。但針對具體工程項(xiàng)目，每個(gè)項(xiàng)目個(gè)體所承受的車輛荷載、溫濕度條件是已知的，也是道路研究工作者無法改變的，因而只有了解了路面結(jié)構(gòu)特性和混合料的材料特性，比如厚度、模量等，才能進(jìn)行結(jié)構(gòu)設(shè)計(jì)，進(jìn)而分析其車轍問題。所以，基于路面結(jié)構(gòu)特性研究瀝青路面的車轍問題，是解決路面車轍問題的基本出發(fā)點(diǎn)和有效前提。 然而，目前幾乎所有的車轍研究，在車輛荷載和層間接觸等方面，都考慮得過為簡單。主要表現(xiàn)在： 1）車輛荷載方面，把荷載簡化成簡單的圓形均勻分布。而很多研究表明車輛荷載具有明顯的非均布性，接地面并不是圓形也不是矩形。 2）在層間接觸條件方面，已有的研究中，要么假設(shè)完全連續(xù)，要么假設(shè)完全光滑，而實(shí)際情況并非如此，既不是完全連續(xù)也不是完全光滑，。 為此，瀝青路面的車轍問題還有很多方面值得探討。本課題將在已有的研究基礎(chǔ)上，充分考慮路面結(jié)構(gòu)層的層位功能，并結(jié)合實(shí)際的輪胎-路面接觸特性和結(jié)構(gòu)界面特性，對車轍問題進(jìn)行進(jìn)一步的研究和分析，旨在對以后車轍問題的解決提供參考。本文通過研究得出： 1）建立了用于車轍計(jì)算的ANSYS三維有限元模型、選取了計(jì)算指標(biāo)并且制定了數(shù)據(jù)處理的方法。 2）瀝青路面各瀝青層對車轍的貢獻(xiàn)率不同，且貢獻(xiàn)率隨受模量變化和厚度變化的影響，尤其是受模量的影響較大。 3）從本文的研究可以看出，模量的變化對壓應(yīng)變車轍貢獻(xiàn)率的影響較大，而車轍一般發(fā)生在夏季高溫時(shí)段，溫度的變化又引起模量的復(fù)雜變化。因此可以推斷，壓應(yīng)變是車轍產(chǎn)生的最主要因素；車轍的發(fā)展伴隨側(cè)向流動(dòng)，又是由橫向剪應(yīng)變引起的。所以，本研究可以在一定程度上反映出，車轍是在壓應(yīng)變和橫向剪應(yīng)變共同作用下引起的。 4）橫向力的大小對剪應(yīng)變中面層車轍貢獻(xiàn)率，以及壓應(yīng)變各層的車轍貢獻(xiàn)率影響均較��；輕型貨車對車轍的影響，遠(yuǎn)超出目前一般性的認(rèn)識，應(yīng)該認(rèn)真考慮；瀝青路面面層層間的不完全連續(xù)，對車轍貢獻(xiàn)率幾乎沒有影響，但是其接觸面上的應(yīng)變突變必然會對路面結(jié)構(gòu)產(chǎn)生破壞。
[Abstract]:With the development of our country's economy, the national investment in road construction is increasing, and asphalt pavement occupies more and more weight in the construction of high grade highway, municipal road and even general highway because of its unique advantages.However, all kinds of asphalt pavement diseases have been puzzling road workers. How to solve these diseases and prolong the road service life has become a challenge to road workers.Rutting is one of the main failure forms of asphalt pavement. With the improvement of road traffic, heavy load overload and people's requirement of driving comfort, the problems caused by rutting are becoming more and more serious.Rutting research is a very complex task: on the one hand, it is necessary to master the basic characteristics of asphalt mixture, and the basic characteristics of asphalt mixture are closely related to the vehicle load and temperature and humidity conditions of asphalt surface; on the other hand,The pavement structure characteristic, the mixture material characteristic, the interlayer contact condition and so on, also has the important influence to the rut.But for a specific project, the vehicle load, the temperature and humidity conditions of each individual project are known and cannot be changed by road researchers, so only the pavement structure characteristics and the material properties of the mixture are understood.Such as thickness, modulus and so on, can carry on the structural design, and then analyze its rutting problem.Therefore, the rutting problem of asphalt pavement based on pavement structural characteristics is the basic starting point and effective premise to solve the rutting problem.However, at present, almost all rutting studies are considered as simple in terms of vehicle load and interstory contact.The main manifestations are:1) in the aspect of vehicle load, the load is simplified into a simple circular uniform distribution.Many studies show that vehicle loads are inhomogeneous and the ground is not circular or rectangular.2) in the field of interlaminar contact conditions, previous studies have assumed either complete continuity or complete smoothness, which is not the case in practice and is neither completely continuous nor completely smooth.Therefore, the rutting problem of asphalt pavement is worth discussing in many aspects.On the basis of the existing research, the thesis will fully consider the layer function of pavement structure layer, and combine with the actual contact characteristics of tire and pavement and structural interface characteristics to further study and analyze the rutting problem.The purpose of this paper is to provide reference for the solution of rutting problem in the future.In this paper, it is concluded that:1) the 3D finite element model of ANSYS for rutting calculation is established, the calculation index is selected and the method of data processing is established.2) the contribution rate of asphalt layer to rut is different, and the contribution rate is affected by the change of modulus and thickness, especially by modulus.3) from the research in this paper, it can be seen that the variation of modulus has a great influence on the contribution rate of compressive strain rutting, and the rut usually occurs in the high temperature period in summer, and the variation of temperature causes the complex variation of modulus.Therefore, it can be inferred that compressive strain is the most important factor of rutting, and the development of rut is accompanied by lateral flow and caused by lateral shear strain.Therefore, this study can reflect to some extent that the rutting is caused by the combined action of compressive strain and transverse shear strain.4) the magnitude of transverse force has little effect on the rutting contribution rate of the surface layer in shear strain and the rutting contribution rate of each layer of compression strain, and the influence of light truck on the rut is far beyond the current general understanding and should be seriously considered.The incomplete continuity between the layers of asphalt pavement has little effect on the rutting contribution rate, but the strain mutation on the contact surface will inevitably destroy the pavement structure.
【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】：2014
【分類號】：U416.217

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