考慮非均布荷載及動(dòng)態(tài)模量特性的瀝青路面結(jié)構(gòu)厚度設(shè)計(jì)應(yīng)用研究
發(fā)布時(shí)間：2019-01-30 21:25
【摘要】：半剛性基層瀝青路面在我國(guó)路面結(jié)構(gòu)形式中應(yīng)用最為廣泛。然而，由于各種原因，半剛性基層瀝青路面的使用壽命往往不夠理想，尤其在我國(guó)。據(jù)有關(guān)資料統(tǒng)計(jì)，與發(fā)達(dá)國(guó)家半剛性基層瀝青路面的使用壽命相比，我國(guó)的使用年限較短，往往是3~5年，有的甚至通車不到1年就會(huì)出現(xiàn)嚴(yán)重的損壞。這其中既有施工的原因、材料選擇與設(shè)計(jì)方面的原因，也有結(jié)構(gòu)厚度設(shè)計(jì)的原因。實(shí)際上，根據(jù)我國(guó)瀝青路面結(jié)構(gòu)設(shè)計(jì)規(guī)范，由于半剛性基層的強(qiáng)度高、變形小，，半剛性基層瀝青路面所計(jì)算出來(lái)的層底往往是受壓，而不是受拉，導(dǎo)致彎拉應(yīng)力或拉應(yīng)變的設(shè)計(jì)控制指標(biāo)就起不到防止相應(yīng)結(jié)構(gòu)層疲勞開(kāi)裂的作用；同樣，由于半剛性基層的強(qiáng)度高，彎沉指標(biāo)對(duì)結(jié)構(gòu)層的厚度設(shè)計(jì)，尤其是瀝青層的厚度，也起不到控制作用。造成這種問(wèn)題的因素也有很多，其中重要的一點(diǎn)，就是結(jié)構(gòu)厚度設(shè)計(jì)用的輪胎-路面接地壓力和結(jié)構(gòu)層模量的取值不夠準(zhǔn)確。 目前常用的力學(xué)-經(jīng)驗(yàn)路面結(jié)構(gòu)設(shè)計(jì)方法，輪載對(duì)路面的作用都認(rèn)為是圓形均布荷載。然而，即使是同一路面同一車輛荷載，其輪載的作用力大小和作用形式都是不同的，進(jìn)而產(chǎn)生的路面力學(xué)響應(yīng)也不同。同時(shí)，荷載的作用力大小分布受車輛負(fù)荷、輪胎胎壓及胎面花紋等因素的影響而呈現(xiàn)很大的不同，遠(yuǎn)非均勻性所能描述。由車輛荷載引起的路面結(jié)構(gòu)內(nèi)的應(yīng)力脈沖波形，也并非簡(jiǎn)單的正弦波狀，而是隨著路面深度的增加，波形從矩形逐漸向半正弦波變換，當(dāng)瀝青層較厚時(shí)，更接近鐘罩型。另一方面，我國(guó)規(guī)范規(guī)定瀝青路面瀝青層的模量取值采用靜態(tài)模量，但靜態(tài)模量顯然太過(guò)簡(jiǎn)單，基本上不能反映瀝青混合料的特性。美國(guó)AASHTO建議采用動(dòng)態(tài)模量，是因?yàn)閯?dòng)態(tài)模量能很好的體現(xiàn)瀝青路面實(shí)際的動(dòng)態(tài)受力情況，但由于在進(jìn)行動(dòng)態(tài)模量試驗(yàn)時(shí)僅僅考慮了半正弦波加載，無(wú)法全面反映其實(shí)際的受力情況。因此，在美國(guó)AASHTO研究的基礎(chǔ)上，有必要對(duì)動(dòng)態(tài)模量做進(jìn)一步的研究。 本文從路面結(jié)構(gòu)厚度設(shè)計(jì)的兩個(gè)主要參數(shù)（車輛荷載和動(dòng)態(tài)模量）入手，進(jìn)行瀝青路面結(jié)構(gòu)設(shè)計(jì)的優(yōu)化研究。首先，考慮試驗(yàn)溫度、加載波形及加載頻率等因素對(duì)動(dòng)靜態(tài)模量的影響，利用加載波形的研究成果對(duì)動(dòng)態(tài)模量試驗(yàn)荷載的控制程序進(jìn)行二次開(kāi)發(fā)，并應(yīng)用到試驗(yàn)中。第二，通過(guò)試驗(yàn)結(jié)果，對(duì)各瀝青層的動(dòng)靜態(tài)模量取值進(jìn)行研究，并確定模量值。第三，利用ANSYS和BISAR軟件對(duì)路面結(jié)構(gòu)力學(xué)響應(yīng)進(jìn)行分析，建立可靠的ANSYS有限元模型，再利用建立的有限元模型，對(duì)同一結(jié)構(gòu)不同模量組合下的路面結(jié)構(gòu)進(jìn)行力學(xué)分析，并了解其差異性。最后，根據(jù)瀝青路面厚度設(shè)計(jì)的控制指標(biāo)，確定不同模量組合下的瀝青路面厚度。
[Abstract]:Semi-rigid base asphalt pavement is widely used in pavement structure in China. However, due to various reasons, the service life of semi-rigid asphalt pavement is often not ideal, especially in China. According to the statistics, compared with the service life of semi-rigid base asphalt pavement in developed countries, the service life of our country is shorter, often is 3 ~ 5 years, some even opened to traffic for less than one year will appear serious damage. There are not only the reasons of construction, material selection and design, but also the reasons of structural thickness design. In fact, according to the code for structural design of asphalt pavement in China, due to the high strength and small deformation of semi-rigid base, the base of asphalt with semi-rigid base is often under pressure rather than tension. The design control index which leads to the bending tension stress or tension strain can not prevent the fatigue cracking of the corresponding structural layer. Similarly, because of the high strength of semi-rigid base, the deflection index can not control the thickness design of structural layer, especially the thickness of asphalt layer. There are many factors that cause this problem. One of the important factors is that the earthing pressure and the modulus of the structure layer used in the design of the thickness of the structure are not accurate enough. At present, the mechanical-empirical pavement structure design method, the role of wheel load on the pavement is considered to be circular uniform load. However, even if the same vehicle load on the same road surface, the force and form of the wheel load are different, and the mechanical response of the pavement is also different. At the same time, the force distribution of load is influenced by vehicle load, tire pressure and tread pattern, which is far from uniform. The stress pulse waveform in pavement structure caused by vehicle load is not a simple sine wave, but with the increase of pavement depth, the waveform gradually changes from rectangle to semi-sine wave, and when the asphalt layer is thicker, it is closer to the bell cover type. On the other hand, the standard of our country prescribes that the modulus of asphalt pavement is static modulus, but the static modulus is too simple to reflect the characteristics of asphalt mixture. Dynamic modulus is recommended by AASHTO because it can well reflect the actual dynamic loading of asphalt pavement, but the semi-sinusoidal loading is only considered in the dynamic modulus test. Can not fully reflect its actual force situation. Therefore, it is necessary to do further research on dynamic modulus on the basis of AASHTO research in the United States. This paper starts with two main parameters (vehicle load and dynamic modulus) of pavement structure thickness design, and carries on the optimization research of asphalt pavement structure design. Firstly, considering the influence of test temperature, loading waveform and loading frequency on dynamic and static modulus, the control program of dynamic modulus test load is developed by using the research results of loading waveform, and applied to the test. Secondly, through the test results, the dynamic and static modulus of each asphalt layer is studied, and the modulus value is determined. Thirdly, the mechanical response of pavement structure is analyzed by using ANSYS and BISAR software, and a reliable finite element model of ANSYS is established. Then, the mechanical analysis of pavement structure with different moduli of the same structure is carried out by using the established finite element model. And understand its difference. Finally, according to the control index of asphalt pavement thickness design, the asphalt pavement thickness under different modulus combination is determined.
【學(xué)位授予單位】：武漢工程大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2014
【分類號(hào)】：U416.217
本文編號(hào)：2418540
[Abstract]:Semi-rigid base asphalt pavement is widely used in pavement structure in China. However, due to various reasons, the service life of semi-rigid asphalt pavement is often not ideal, especially in China. According to the statistics, compared with the service life of semi-rigid base asphalt pavement in developed countries, the service life of our country is shorter, often is 3 ~ 5 years, some even opened to traffic for less than one year will appear serious damage. There are not only the reasons of construction, material selection and design, but also the reasons of structural thickness design. In fact, according to the code for structural design of asphalt pavement in China, due to the high strength and small deformation of semi-rigid base, the base of asphalt with semi-rigid base is often under pressure rather than tension. The design control index which leads to the bending tension stress or tension strain can not prevent the fatigue cracking of the corresponding structural layer. Similarly, because of the high strength of semi-rigid base, the deflection index can not control the thickness design of structural layer, especially the thickness of asphalt layer. There are many factors that cause this problem. One of the important factors is that the earthing pressure and the modulus of the structure layer used in the design of the thickness of the structure are not accurate enough. At present, the mechanical-empirical pavement structure design method, the role of wheel load on the pavement is considered to be circular uniform load. However, even if the same vehicle load on the same road surface, the force and form of the wheel load are different, and the mechanical response of the pavement is also different. At the same time, the force distribution of load is influenced by vehicle load, tire pressure and tread pattern, which is far from uniform. The stress pulse waveform in pavement structure caused by vehicle load is not a simple sine wave, but with the increase of pavement depth, the waveform gradually changes from rectangle to semi-sine wave, and when the asphalt layer is thicker, it is closer to the bell cover type. On the other hand, the standard of our country prescribes that the modulus of asphalt pavement is static modulus, but the static modulus is too simple to reflect the characteristics of asphalt mixture. Dynamic modulus is recommended by AASHTO because it can well reflect the actual dynamic loading of asphalt pavement, but the semi-sinusoidal loading is only considered in the dynamic modulus test. Can not fully reflect its actual force situation. Therefore, it is necessary to do further research on dynamic modulus on the basis of AASHTO research in the United States. This paper starts with two main parameters (vehicle load and dynamic modulus) of pavement structure thickness design, and carries on the optimization research of asphalt pavement structure design. Firstly, considering the influence of test temperature, loading waveform and loading frequency on dynamic and static modulus, the control program of dynamic modulus test load is developed by using the research results of loading waveform, and applied to the test. Secondly, through the test results, the dynamic and static modulus of each asphalt layer is studied, and the modulus value is determined. Thirdly, the mechanical response of pavement structure is analyzed by using ANSYS and BISAR software, and a reliable finite element model of ANSYS is established. Then, the mechanical analysis of pavement structure with different moduli of the same structure is carried out by using the established finite element model. And understand its difference. Finally, according to the control index of asphalt pavement thickness design, the asphalt pavement thickness under different modulus combination is determined.
【學(xué)位授予單位】：武漢工程大學(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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