【摘要】：隨著經(jīng)濟(jì)持續(xù)快速發(fā)展,大跨徑公路鋼橋在我國(guó)交通領(lǐng)域也越來(lái)越被廣泛應(yīng)用。鋼橋面鋪裝對(duì)保證良好的行車環(huán)境起到重要作用,目前鋼橋面鋪裝是大跨徑公路鋼橋研究的重點(diǎn)和難點(diǎn)之一。正交異性鋼橋面由于本身結(jié)構(gòu)特征,受力變形復(fù)雜,一般瀝青混凝土鋪裝較難達(dá)到鋪裝性能要求,環(huán)氧瀝青混凝土具有高強(qiáng)度、抗疲勞、耐高溫等優(yōu)點(diǎn),現(xiàn)已逐步運(yùn)用到我國(guó)的鋼橋面鋪裝上,部分環(huán)氧瀝青混凝土鋪裝仍然有開裂、脫層、鼓包等病害問題。鋼橋面鋪裝粘結(jié)層是鋪裝結(jié)構(gòu)體系的關(guān)鍵環(huán)節(jié),但目前缺乏明確統(tǒng)一的環(huán)氧瀝青鋪裝粘結(jié)層檢測(cè)試驗(yàn)評(píng)價(jià)方法,對(duì)于環(huán)氧瀝青鋪裝粘結(jié)界面微觀結(jié)構(gòu)也缺少深入研究。關(guān)于鋼橋面環(huán)氧瀝青鋪裝結(jié)構(gòu)分析已有大量研究工作,但對(duì)有限元中單元尺寸、荷載加載方式、橫坡影響等問題尚缺乏研究。本文針對(duì)鋪裝結(jié)構(gòu)力學(xué)計(jì)算和粘結(jié)層問題開展以下研究工作。(1)針對(duì)環(huán)氧樹脂粘結(jié)層的力學(xué)性能進(jìn)行正交試驗(yàn)設(shè)計(jì),通過拉剪和拉拔試驗(yàn)評(píng)價(jià)粘結(jié)層粘結(jié)性能對(duì)三個(gè)因素(粘結(jié)層厚度、加載速率、溫度)敏感性,并通過相關(guān)性分析,建立粘結(jié)層剪切與拉拔強(qiáng)度的關(guān)系,評(píng)價(jià)粘結(jié)層性能檢測(cè)試驗(yàn)影響因素。(2)進(jìn)行粗、細(xì)級(jí)配鋪裝層與鋼板粘結(jié)性能試驗(yàn),確定級(jí)配對(duì)粘結(jié)層粘結(jié)能力的影響,通過數(shù)字圖像處理量化不同級(jí)配與鋼板接觸狀態(tài),建立粗集料在界面附近區(qū)域比例與界面粘結(jié)強(qiáng)度關(guān)系。通過微觀圖像觀測(cè),對(duì)比分析界面接觸區(qū)域與混合料內(nèi)部環(huán)氧樹脂微觀分布情況。(3)結(jié)合虎門大橋鋪裝工程建立有限元數(shù)值模型,比較單元網(wǎng)格劃分尺寸對(duì)計(jì)算結(jié)果影響,確定模型單元合理網(wǎng)格尺寸,同時(shí)計(jì)算分析鋪裝層模量、超載率、單雙輪加載方式、鋪裝層開裂對(duì)鋪裝層力學(xué)響應(yīng)影響。(4)在數(shù)值模型中計(jì)算分析橫坡對(duì)鋪裝層兩側(cè)輪跡帶上力學(xué)響應(yīng)差異的影響,基于虎門大橋鋪裝層兩側(cè)輪跡帶病害差異現(xiàn)象,分析了橫坡對(duì)鋼橋面鋪裝力學(xué)響應(yīng)影響。粘結(jié)層檢測(cè)評(píng)價(jià)試驗(yàn)中表明粘結(jié)層力學(xué)性能對(duì)溫度因素最敏感,粘結(jié)層剪切與拉伸強(qiáng)度呈二次曲線關(guān)系。粗、細(xì)級(jí)配鋪裝層與鋼板接觸狀態(tài)中,粗級(jí)配中較多粗集料直接與鋼板接觸,試驗(yàn)結(jié)果表明粗級(jí)配界面粘結(jié)強(qiáng)度比細(xì)級(jí)配的低。通過有限元數(shù)值模擬計(jì)算不同參數(shù)下虎門大橋鋪裝層受力情況,結(jié)果說(shuō)明虎門大橋橫坡對(duì)鋪裝層力學(xué)響應(yīng)存在顯著影響。
[Abstract]:With the sustained and rapid development of economy, long-span highway steel bridges are more and more widely used in the field of transportation in China. Steel deck pavement plays an important role in ensuring good driving environment. At present, steel deck pavement is one of the key and difficult points in the research of long span highway steel bridge. The orthotropic steel deck has the advantages of high strength, fatigue resistance and high temperature resistance due to its structural characteristics and complex deformation, so it is difficult for asphalt concrete pavement to meet the requirements of pavement performance. It has been gradually applied to steel bridge deck pavement in China, and some of the epoxy asphalt concrete pavement still have problems such as cracking, delamination, bulging and so on. The bond layer of steel bridge deck pavement is the key link of pavement structure system, but there is no clear and unified testing and evaluation method of epoxy asphalt pavement bond layer at present, and the microstructure of bond interface of epoxy asphalt pavement is also lack of in-depth study. A lot of research work has been done on the analysis of steel bridge deck epoxy asphalt pavement structure, but there is still no research on the element size, load loading mode and the influence of transverse slope in finite element method. In this paper, the following research work is carried out on mechanical calculation and bonding layer of pavement structure. (1) orthogonal experimental design for mechanical properties of epoxy resin adhesive layer is carried out. The sensitivity of bond properties to three factors (bond thickness, loading rate, temperature) was evaluated by tensile shear and drawing tests. The relationship between bond shear and drawing strength was established by correlation analysis. To evaluate the influencing factors of bond layer performance test. (2) to determine the influence of gradation on bond ability between coarse and fine grade paving layer and steel plate, and to quantify the contact state between different grade and steel plate by digital image processing. The relationship between the ratio of coarse aggregate near the interface and the bond strength of interface is established. Through microscopic image observation, the microcosmic distribution of epoxy resin in interface contact area and mixture is compared and analyzed. (3) the finite element numerical model is established in combination with Humen Bridge pavement project, and the effect of mesh size on the calculation results is compared. The reasonable mesh size of the model element is determined, and the modulus of the pavement layer, the overload rate and the loading mode of the single and double wheels are calculated and analyzed at the same time. The influence of pavement cracking on the mechanical response of pavement is analyzed. (4) the influence of lateral slope on the mechanical response difference of wheel track on both sides of pavement is calculated and analyzed in the numerical model, based on the phenomenon of disease difference of wheel track on both sides of pavement of Humen Bridge. The influence of transverse slope on the mechanical response of steel deck pavement is analyzed. The mechanical properties of the bond layer are most sensitive to the temperature factor in the test and evaluation of the bond layer. The shear and tensile strength of the bond layer show a quadratic curve relationship. In the contact state between coarse and fine grade pavement and steel plate, more coarse aggregates are directly in contact with steel plate in coarse gradation. The experimental results show that the bond strength of coarse gradation interface is lower than that of fine grade. The stress on the pavement of Humen Bridge under different parameters is calculated by finite element numerical simulation. The results show that the transverse slope of Humen Bridge has a significant effect on the mechanical response of the pavement.
【學(xué)位授予單位】：華南理工大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2016
【分類號(hào)】：U443.33

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