基于结构层层位特性的沥青路面车辙研究

发布时间：2018-04-15 04:26

本文选题：沥青路面 + 车辙贡献率　；参考：《武汉工程大学》2014年硕士论文

【摘要】：随着我国经济的发展，国家对道路的建设的投入越来越大，沥青路面因其特有的优势在高等级公路、市政道路甚至一般公路的建设中占有越来越多的分量。然而，沥青路面的各种病害一直困扰着道路工作者，如何解决这些病害、延长道路使用寿命成为道路工作者面临的挑战。车辙作为沥青路面主要的破坏形式之一，随着道路渠化交通、重载超载以及人们对行车舒适性等要求的提高，其引发的问题日益突出。车辙研究是一项十分复杂的工作：一方面，需要掌握沥青混合料的基本特性，而沥青混合料的基本特性与沥青面层所承受的车辆荷载以及温湿度条件息息相关；另一方面，，路面的结构特性、混合料的材料特性、层间接触条件等因素，又对车辙产生重要的影响。但针对具体工程项目，每个项目个体所承受的车辆荷载、温湿度条件是已知的，也是道路研究工作者无法改变的，因而只有了解了路面结构特性和混合料的材料特性，比如厚度、模量等，才能进行结构设计，进而分析其车辙问题。所以，基于路面结构特性研究沥青路面的车辙问题，是解决路面车辙问题的基本出发点和有效前提。然而，目前几乎所有的车辙研究，在车辆荷载和层间接触等方面，都考虑得过为简单。主要表现在： 1）车辆荷载方面，把荷载简化成简单的圆形均匀分布。而很多研究表明车辆荷载具有明显的非均布性，接地面并不是圆形也不是矩形。 2）在层间接触条件方面，已有的研究中，要么假设完全连续，要么假设完全光滑，而实际情况并非如此，既不是完全连续也不是完全光滑，。为此，沥青路面的车辙问题还有很多方面值得探讨。本课题将在已有的研究基础上，充分考虑路面结构层的层位功能，并结合实际的轮胎-路面接触特性和结构界面特性，对车辙问题进行进一步的研究和分析，旨在对以后车辙问题的解决提供参考。本文通过研究得出： 1）建立了用于车辙计算的ANSYS三维有限元模型、选取了计算指标并且制定了数据处理的方法。 2）沥青路面各沥青层对车辙的贡献率不同，且贡献率随受模量变化和厚度变化的影响，尤其是受模量的影响较大。 3）从本文的研究可以看出，模量的变化对压应变车辙贡献率的影响较大，而车辙一般发生在夏季高温时段，温度的变化又引起模量的复杂变化。因此可以推断，压应变是车辙产生的最主要因素；车辙的发展伴随侧向流动，又是由横向剪应变引起的。所以，本研究可以在一定程度上反映出，车辙是在压应变和横向剪应变共同作用下引起的。 4）横向力的大小对剪应变中面层车辙贡献率，以及压应变各层的车辙贡献率影响均较小；轻型货车对车辙的影响，远超出目前一般性的认识，应该认真考虑；沥青路面面层层间的不完全连续，对车辙贡献率几乎没有影响，但是其接触面上的应变突变必然会对路面结构产生破坏。
[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.
【学位授予单位】：武汉工程大学
【学位级别】：硕士
【学位授予年份】：2014
【分类号】：U416.217

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