本文選題：半柔性路面（SFP）材料 + 多孔瀝青混合料　； 參考：《華南理工大學(xué)》2014年碩士論文

【摘要】：半柔性路面（SFP）結(jié)合了混凝土和瀝青路面的特點，它是利用特別設(shè)計的水泥砂漿填充多孔瀝青混合料25-32％的空隙，待其凝結(jié)硬化后形成剛?cè)岵?jì)的路面結(jié)構(gòu)。這種路面將兩種常規(guī)路面——瀝青和混凝土路面相結(jié)合，消除各自的缺點。半柔性路面最初在六十年代末提出，后來發(fā)現(xiàn)是有效防止汽油溶解和抗磨的表面材料。由于較高的承載能力和抗車轍性，半柔性路面還非常適合重載交通。 半柔性路面的主要問題是開裂。瀝青和水泥的彈性模量的差異是引起半柔性路面開裂及其它病害的主要原因。半柔性路面的開裂主要是體現(xiàn)路面剛性部分的水泥砂漿的剛性造成的。盡管從60年代起半柔性路面就已經(jīng)開始采用，并引起了許多研究者的興趣，但目前仍沒有半柔性路面的多孔瀝青骨架和水泥砂漿的設(shè)計標(biāo)準(zhǔn)，而只有應(yīng)用技術(shù)指南、生產(chǎn)技術(shù)手冊和一些研究報告。因此，本文的目的是研究一種合適的水泥砂漿，使它自身和瀝青混合料的彈性模量可有效協(xié)調(diào)，以控制裂縫。 半柔性路面材料設(shè)計主要有兩部分：多孔瀝青骨架混合料及水泥砂漿設(shè)計。設(shè)計多孔瀝青骨架混合料的空隙率時，大部分研究者認(rèn)為25%~32%較合適。設(shè)計水泥砂漿時，研究者添加不同的外加劑或添加劑配制所需砂漿。外加劑包括有粉煤灰、橡校、乳化瀝青、羧酸醚、一些超增塑劑和樹脂混和物等。水泥砂漿的工作性能（流動性）的差別取決于這些外加劑或添加劑的配比和使用類型。 為設(shè)計出更合適填充多孔瀝青骨架混合料的水泥砂漿，，本研究在普通水泥砂漿配合比設(shè)計基礎(chǔ)上，采用粉煤灰、乳化瀝青和羧基丁苯乳膠三種外加劑，優(yōu)化普通水泥砂漿設(shè)計。 根據(jù)一系列試驗，在不添加外加劑的情況下，分析和評價不同水灰比情況下的水泥砂漿的機(jī)械性能，確定符合半柔性路面性能要求的普通水泥砂漿最佳配合比。最后確定水灰比為0.54、0.60和0.66，分別設(shè)計9組添加了不同比例和種類外加劑的水泥砂漿。水灰比的確定，是為了使水泥砂漿可以更容易地流入多孔瀝青骨架，而無需過多的震動，且形成的砂漿強(qiáng)度足以抵抗路面在壽命周期內(nèi)可能發(fā)生的應(yīng)力應(yīng)變，防止路面意外損害。分析各試件的力學(xué)性能試驗結(jié)果后，確定高流動性水泥砂漿混合物的配比為：水灰比0.63，粉煤灰5%，乳化瀝青4%，羧基丁苯乳膠9%。 為研究對比添加和未添加外加劑的砂漿力學(xué)性能，總共拌合10組水泥砂漿，其中包括未摻加任何外加劑的普通水泥砂漿，另外分別普通水泥砂漿中分別添加粉煤灰、乳化瀝青和羧基丁苯乳膠三種外加劑，每種外加劑選用三種摻量，共9組。每組水泥砂漿制作6個小長方體試件，進(jìn)行干縮試驗、抗折強(qiáng)度試驗和抗壓強(qiáng)度試驗。 設(shè)計制作三種空隙率分別為24%、28%和32%的多孔瀝青混合料車轍板試件，分別灌漿三種不同的水泥砂漿，測定其流動性、抗彎、抗壓、收縮等性能，以確定其機(jī)械性能。對比分析不同外加劑的水泥砂漿和不同空隙率的多孔瀝青混合料對半柔性路面機(jī)械性能的影響。研究認(rèn)為：多孔瀝青混合料的空隙率對水泥砂漿中添加的外加劑種類的性能沒有顯著影響。然而，值得注意的是，空隙率越高，半柔性路面材料的機(jī)械性能越好。這是因為水泥砂漿形成了半柔性路面的剛性部分，空隙率使其含量增加，使得其更像混凝土路面。 結(jié)果表明，不考慮試驗類型和多孔瀝青混合料的空隙率，相比比其它外加劑，添加羧基丁苯乳膠的水泥砂漿（半柔性路面材料）具有更高的穩(wěn)定性（動穩(wěn)定性、馬歇爾穩(wěn)定性、流值、劈裂拉伸強(qiáng)度）。 引入內(nèi)聚區(qū)模型概念，分析半柔性路面材料類型的抗裂性能。利用雙懸臂梁的線彈性理論，得到解析解。根據(jù)楊氏模量（E）、最終位移（）、梁高（H）、內(nèi)聚斷裂能（Gc），建立裂縫長度和位移之間的關(guān)系式。 如模型的圖表所觀察到的開裂現(xiàn)象，半柔性路面材料的內(nèi)聚能Gc（粘結(jié)強(qiáng)度）越高，其抗外部變形能力越好，裂縫長度越小。添加羧基丁苯乳膠的水泥砂漿是三種添加不同外加劑的水泥砂漿中表現(xiàn)最穩(wěn)定的，添加乳化瀝青的水泥砂漿較穩(wěn)定，而添加粉煤灰的水泥砂漿在幾乎所有試驗中都最不穩(wěn)定。
[Abstract]:The semi flexible pavement (SFP) combines the characteristics of concrete and asphalt pavement, which is filled with a specially designed cement mortar to fill the void of the porous asphalt mixture, 25-32%, to form a rigid and flexible pavement structure after setting and hardening. The pavement combines two conventional pavements, asphalt and concrete pavement, to eliminate their shortcomings. Semi flexible pavement was originally proposed at the end of 60s. It was later found to be a surface material to effectively prevent gasoline dissolving and antiwear. Semi flexible pavement is also very suitable for heavy load traffic due to its high bearing capacity and rutting resistance.
The main problem of semi flexible pavement is cracking. The difference between the modulus of elasticity of asphalt and cement is the main cause of semi flexible pavement cracking and other diseases. The cracking of semi flexible pavement is mainly caused by the rigidity of cement mortar which embodies the rigid part of the pavement. Although the semi flexible pavement has been adopted since 60s, it has been caused by the semi flexible pavement. Many researchers are interested, but there is still no design standards for porous bitumen skeleton and cement mortar for semi flexible pavement, but only application technology guide, production technology manual and some research reports. The purpose of this paper is to study a suitable cement mortar to make the modulus of its own and bituminous mixture effectively synergistic. Adjust to control cracks.
There are two parts in the design of semi flexible pavement material: porous asphalt skeleton mixture and cement mortar design. When designing the void ratio of porous asphalt mixture, most researchers think 25%~32% is more suitable. When designing cement mortar, researchers add different admixtures or additives to prepare the mortar. Ash, acorn, emulsified bitumen, carboxylic ethers, some superplasticizers and resin mixtures. The difference in the working performance (liquidity) of cement mortar depends on the ratio and type of use of these admixtures or additives.
In order to design cement mortar which is more suitable for filling porous asphalt framework mixture, the design of ordinary cement mortar is optimized by using three kinds of admixtures, fly ash, emulsified bitumen and carboxyl styrene butadiene latex, on the basis of the mix ratio design of ordinary cement mortar.
According to a series of experiments, the mechanical properties of cement mortar under the condition of different water cement ratio are analyzed and evaluated without additive, and the optimum mix ratio of ordinary cement mortar which meets the requirements of semi flexible pavement performance is determined. Finally, the water cement ratio is 0.54,0.60 and 0.66, and 9 groups of different proportions and kinds of admixtures are added. Cement mortar. The determination of water cement ratio is to make cement mortar easy to flow into the porous asphalt skeleton without too much vibration, and the strength of the mortar is enough to resist the possible stress and strain that may occur during the life cycle of the pavement and prevent the accidental damage of the pavement. The ratio of mobile cement mortar mixture is: water cement ratio 0.63, fly ash 5%, emulsified bitumen 4%, carboxyl styrene butadiene latex 9%.
In order to study the mechanical properties of the mortar which was added and without additive, 10 groups of cement mortar were mixed, including ordinary cement mortar without adding any admixtures. In addition, three kinds of admixtures were added to the ordinary cement mortar, including fly ash, emulsified asphalt and carboxyl styrene butadiene latex, and three kinds of admixtures were selected, with a total of 9 groups. Each group of cement mortar made 6 small cuboid specimens for dry shrinkage test, flexural strength test and compressive strength test.
Three kinds of porous asphalt mixture rutting plate specimens of 24%, 28% and 32%, respectively, were designed and made of three different kinds of cement mortar, respectively, to determine their fluidity, bending, compression, shrinkage and other properties to determine their mechanical properties. Comparison and analysis of different additives of cement mortar and different porosity of the porous asphalt mixture to semi flexible. The effect of pavement mechanical properties is that the porosity of porous asphalt mixture has no significant effect on the properties of admixtures added in cement mortar. However, it is worth noting that the higher the void ratio, the better the mechanical properties of the semi flexible pavement material. This is because the cement mortar formed the rigid part of the semi flexible pavement. The porosity increases its content, making it more like concrete pavement.
The results show that the cement mortar (semi flexible pavement material) with carboxyl styrene butadiene emulsion (semi flexible pavement material) has higher stability (dynamic stability, Marshall stability, flow value, splitting tensile strength) than the other admixtures without considering the test type and the porosity of the porous asphalt mixture.
The concept of cohesive zone model is introduced to analyze the crack resistance of semi flexible pavement material. By using the linear elastic theory of the double cantilever beam, the analytical solution is obtained. According to the young's modulus (E), the final displacement (H), and the cohesive fracture energy (Gc), the relationship between the length and the displacement of the crack is established.
The higher the cohesive energy Gc (bond strength) of semi flexible pavement material is, the higher the cohesive energy of the semi flexible pavement material is, the better its resistance to external deformation and the smaller the length of the crack. The cement mortar with carboxyl styrene butadiene emulsion is the most stable in the three kinds of cement mortar adding different admixtures, and the cement mortar adding emulsified asphalt is more stable. The cement mortar added with fly ash is the most unstable in almost all tests.

【學(xué)位授予單位】：華南理工大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2014
【分類號】：U414

【參考文獻(xiàn)】

相關(guān)期刊論文 前1條

1 郝培文,程磊,林立;半柔性路面混合料路用性能[J];長安大學(xué)學(xué)報(自然科學(xué)版);2003年02期

本文編號：1850395