發(fā)布時(shí)間：2018-04-19 18:03

  本文選題：復(fù)合路面 + 結(jié)構(gòu)性能��； 參考：《福州大學(xué)》2014年碩士論文

【摘要】：目前有關(guān)舊水泥混凝土路面加鋪瀝青復(fù)合路面結(jié)構(gòu)的理論研究、數(shù)值模擬研究已十分廣泛,但基于現(xiàn)場(chǎng)監(jiān)測(cè)和具體結(jié)構(gòu)試驗(yàn)評(píng)價(jià)的比較研究則相對(duì)缺乏。鑒于此,本文結(jié)合具體試驗(yàn)路工程,重點(diǎn)開展舊水泥混凝土路面加鋪瀝青結(jié)構(gòu)性能動(dòng)力評(píng)價(jià)方法和工程實(shí)踐研究。具體包括復(fù)合路面落錘彎沉特性動(dòng)力數(shù)值模擬分析,水泥混凝土加鋪瀝青復(fù)合路面的落錘彎沉評(píng)價(jià)方法、現(xiàn)場(chǎng)復(fù)合路面試驗(yàn)路的動(dòng)力試驗(yàn)檢測(cè),不同復(fù)合路面結(jié)構(gòu)性能的現(xiàn)場(chǎng)評(píng)估,具體研究成果與結(jié)論如下：復(fù)合路面結(jié)構(gòu)在脈沖荷載作用下的彎沉盆曲線,離荷載作用中心點(diǎn)距離越遠(yuǎn),相應(yīng)各測(cè)點(diǎn)的彎沉值越小,各個(gè)測(cè)點(diǎn)的彎沉值與距荷載作用中心點(diǎn)距離成近似反比關(guān)系。各點(diǎn)彎沉?xí)r程曲線存在上下波動(dòng)現(xiàn)象,隨時(shí)間逐漸衰減于零。復(fù)合路面彎沉盆曲線大致為一條凸曲線,一般彎沉盆曲線存在明顯拐點(diǎn),反映瀝青加鋪層與舊水泥混凝土面板模量的突變,路面頂面瀝青結(jié)構(gòu)模量相對(duì)面板越柔、厚度越大折線越大。對(duì)復(fù)合路面彎沉敏感性最高的是舊水泥混凝土板模量,其次是土基模量,瀝青混合料模量。其中,土基模量并不改變復(fù)合路面的折線形式,但會(huì)改變整體的彎沉幅值(整體平行下移),以及最后幾個(gè)彎沉點(diǎn)離開零點(diǎn)的幅度。對(duì)于水泥混凝土加鋪瀝青路面,荷載中心彎沉越大,且曲率越連續(xù),說明舊水泥混凝土板破損破碎越嚴(yán)重。基層模量與瀝青面層模量的大小關(guān)系,影響復(fù)合路面荷載中心點(diǎn)彎沉隨瀝青面層厚度增加的的變化特性。舊水泥穩(wěn)定基層模量小于瀝青加鋪層模量時(shí),瀝青加鋪層厚度越大,復(fù)合路面彎沉越小；當(dāng)舊水泥穩(wěn)定基層模量大于瀝青加鋪層模量時(shí),瀝青加鋪層厚度越大,復(fù)合路面彎沉越大。提出了復(fù)合路面承載力指標(biāo)和分級(jí)。提出以水泥混凝土路面代表彎沉為下限、瀝青路面平均彎沉為上限,采用荷載作用中心點(diǎn)彎沉d0評(píng)價(jià)復(fù)合路面性能接近瀝青路面的趨勢(shì)的柔化系數(shù)指標(biāo)和分級(jí)。試驗(yàn)路對(duì)八種典型復(fù)合路面結(jié)構(gòu)的評(píng)價(jià)發(fā)現(xiàn),“白加黑”復(fù)合路面結(jié)構(gòu)比“白改黑”承載能力高,其中,應(yīng)力吸收層+12cmAC復(fù)合路面承載力最高;“白改黑”復(fù)合路面比“白加黑”更具柔性,其中,舊水泥混凝土板碎石化+20cm瀝青面層復(fù)合路面結(jié)構(gòu)柔化系數(shù)最高,柔性最好。綜合考慮復(fù)合路面承載力和柔化系數(shù),對(duì)于舊水泥混凝土路面加鋪瀝青改建復(fù)合路面工程中,建議舊水泥混凝土板采取打裂處理方式。
[Abstract]:At present, the theoretical research on asphalt composite pavement structure of old cement concrete pavement is very extensive, but the comparative study based on field monitoring and concrete structure test evaluation is relatively lacking.In view of this, this paper focuses on the dynamic evaluation method and engineering practice of asphalt overlay structure of old cement concrete pavement combined with the concrete test road project.It includes the dynamic numerical simulation analysis of the overlay deflection characteristics of composite pavement, the evaluation method of concrete overlay asphalt composite pavement, and the dynamic test test of the field composite pavement test road.The concrete research results and conclusions of the field evaluation of the performance of different composite pavement structures are as follows: the more distance from the center of load, the smaller the deflection value of each measuring point of composite pavement structure under the action of pulse load.The deflection value of each measuring point is approximately inversely proportional to the distance from the center of the load.The curve of deflection time history of each point fluctuates up and down, and gradually attenuates to zero with time.The deflection basin curve of composite pavement is about a convex curve, and the curve has obvious inflection point, which reflects the sudden change of the modulus of asphalt overlay and old cement concrete slab, and the softer the modulus of asphalt structure on the top of pavement is relative to the slab.The greater the thickness, the larger the broken line.The modulus of the old cement concrete slab is the most sensitive to the deflection of the composite pavement, followed by the modulus of the soil foundation and the modulus of the asphalt mixture.Among them, the modulus of soil foundation does not change the curve form of composite pavement, but it will change the deflection amplitude of the whole (the whole parallel downward shift, and the amplitude of the last few deflection points leaving zero point).For cement concrete overlay asphalt pavement, the greater the deflection of the load center and the more continuous curvature, the more serious the damage and breakage of the old cement concrete slab.The relationship between base modulus and asphalt surface modulus affects the variation of load center deflection of composite pavement with the increase of asphalt surface thickness.When the modulus of old cement stabilized base is smaller than that of asphalt overlay, the greater the thickness of asphalt overlay, the smaller the deflection of composite pavement, and the greater the thickness of asphalt overlay is when the modulus of old cement stabilized base is greater than that of asphalt overlay.The greater the deflection of the composite road.The bearing capacity index and classification of composite pavement are put forward.Taking the representative deflection of the cement concrete pavement as the lower limit and the average deflection of the asphalt pavement as the upper limit, the flexibility coefficient index and classification of the composite pavement performance close to the trend of asphalt pavement are evaluated by the load action center point deflection d0.The evaluation of eight typical composite pavement structures shows that the load-carrying capacity of "White plus Black" composite pavement is higher than that of "White to Black", among which, the bearing capacity of 12cmAC composite pavement with stress absorption layer is the highest."White to black" composite pavement is more flexible than "white plus black". Among them, the softness coefficient of old cement concrete slab 20cm asphalt pavement is the highest and the flexibility is the best.Considering the bearing capacity and softness coefficient of the composite pavement, it is suggested that the old cement concrete slab should be cracked in the asphalt overlay reconstruction of the old cement concrete pavement.
【學(xué)位授予單位】：福州大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2014
【分類號(hào)】：U416.217

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