柔性基层沥青路面Top-Down开裂机理研究
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摘要
针对柔性基层沥青路面Top-Down裂缝,结合我国柔性基层沥青路面的工程实践,对轮胎-路面交互作用下的柔性基层沥青路面结构进行力学分析,研究其受力状况和温度状况,揭示沥青路面Top-Down开裂机理,探讨减缓Top-Down开裂的措施与方法。
研究子午线轮胎的构造和传力机制,根据实际轮胎-路面接触应力,将接触区域简化为五个长度和宽度一定的矩形区域,结合子午线轮胎“泊松效应”,将轮胎-路面接触应力简化为垂直、横向和纵向接触应力,采用有限元软件ABAQUS,建立三维非线性轮胎-路面三向接触应力有限元模型,计算及分析表明:柔性基层沥青路面的受力机制导致其容易产生Top-Down开裂;面层厚度大于15cm,面层基层模量比大于4的路面结构,有助于减缓Top-Down开裂;轮组数量多、负载小、胎压介于0.6-0.8MPa的行车荷载,可以减缓Top-Down开裂的发生和发展;层间接触状况良好的路面结构,整体受力,有利于力的传递,可降低Top-Down开裂的几率,并运用数理统计方法,分析不同因素对Top-Down开裂影响的显著性。
以柔性基层沥青路面的横断面作为研究对象,采用ABAQUS有限元程序,建立沥青面层预含不同深度Top-Down初始裂缝的二维有限元模型,研究不同降温幅度对沥青面层的力学影响,结果表明:轮胎-路面反复作用后存在微裂纹的沥青路面,在急剧的降温及升温循环过程中可能导致面层产生Top-Down裂缝;在降温过程中,路面结构不同深度处,路表应力最大,随着深度的增加,Mises应力和拉应力逐渐减小;初始裂缝深度越长,降温过程中应力强度因子KI越大,也就越容易开裂;随着降温幅度的增加,拉应力、应力强度因子KI均迅速增加,Top-Down裂缝的发展速度也就越快。
综合轮胎-路面接触应力、温度、路面结构和材料特性,可以得出:荷载型裂缝开裂初期呈现V字形,裂缝竖直向下发展,这是路表拉应力反复作用下的第一阶段I型张开型疲劳裂缝。第二阶段,裂缝发展至路表下5-10cm左右后与竖直方向成一定角度斜向发展,这是由于剪应力随着深度的增加逐渐增加,在路表下5-10cm处出现最大值,这时剪应力成为Top-Down发展的主要诱因,所以第二阶段为II型剪切型裂缝;温度应力引发的是I型张开型裂缝。
Based on the structure of asphalt pavement with flexible base in china, the mechanical model of asphalt pavement structure influenced on tire-asphalt pavement interaction was set up to specify the mechanical response of Top-Down cracking and search for measures in prevention and cure Top-Down cracks.
Based on the real tire-asphalt pavement contact stress, the structure and load transfer mechanisms of radial tire, tire- asphalt pavement contact area was partition to five rectangles. Based on the Poisson effect of the radial tire treads structure, tire- asphalt pavement contact stress was predigested to the vertical contact stress, the transverse contact stress(perpendicular to the tire traveling direction), the longitudinal contact stress(parallel to the tire traveling direction). Three-dimensional nonlinear models were set up in ABAQUS to simulate tire-asphalt interaction. The numerical analysis results show that the mechanical response result in Top-Down cracking in the structure of asphalt pavement with flexible base; If AC surface thickness exceed 15cm, the modulus ratios between AC surface and base less than 4, the pavement structure is beneficial to prevent Top-Down cracking; Small wheel load, more wheel number, inflation pressure between 0.6-0.8MPa and continuous interlayer Contact Conditions are advantage factors for prevention of Top-Down cracks. An exploration of relation between above parameters and Top-Down cracking with the mathematical statistics method is analyzed.
Two-dimensional nonlinear models were set up in ABAQUS to simulate Top-Down low-temperature cracking of asphalt pavement with flexible base, Study on Top-Down crack fracture length and temperature drop range, The numerical analysis results show that after cooling process, asphalt pavement with microcracks cause Top-Down cracking; In cooling process, tensile stress at surface is the biggest in pavement; Mises stress and tensile stress gradually reduce with the depth increased. The longer the initial crack depth, the greater the stress intensity factor KI in cooling process, the easier Top-Down cracking. With increase cooling rate, stress intensity factor KI are rapidly increasing, Top-Down cracks develop will sooner.
Based on tire-pavement contact stress, temperature, pavement structure and material properties, the numerical analysis results show that the initial of load-caused Top-Down cracks show V-Shape; Top-Down cracks which develop along Vertical direction, is fatigue cracks in the first step; In the second step, when Top-Down crack developed under the surface about 5-10cm, the direction of Top-Down cracks have a certain oblique angle with Vertical direction. At the depth of 5-10cm, Shear stress which achieve the greatest, turn into the major incentive; temperature crack is I-type crack.
研究子午线轮胎的构造和传力机制,根据实际轮胎-路面接触应力,将接触区域简化为五个长度和宽度一定的矩形区域,结合子午线轮胎“泊松效应”,将轮胎-路面接触应力简化为垂直、横向和纵向接触应力,采用有限元软件ABAQUS,建立三维非线性轮胎-路面三向接触应力有限元模型,计算及分析表明:柔性基层沥青路面的受力机制导致其容易产生Top-Down开裂;面层厚度大于15cm,面层基层模量比大于4的路面结构,有助于减缓Top-Down开裂;轮组数量多、负载小、胎压介于0.6-0.8MPa的行车荷载,可以减缓Top-Down开裂的发生和发展;层间接触状况良好的路面结构,整体受力,有利于力的传递,可降低Top-Down开裂的几率,并运用数理统计方法,分析不同因素对Top-Down开裂影响的显著性。
以柔性基层沥青路面的横断面作为研究对象,采用ABAQUS有限元程序,建立沥青面层预含不同深度Top-Down初始裂缝的二维有限元模型,研究不同降温幅度对沥青面层的力学影响,结果表明:轮胎-路面反复作用后存在微裂纹的沥青路面,在急剧的降温及升温循环过程中可能导致面层产生Top-Down裂缝;在降温过程中,路面结构不同深度处,路表应力最大,随着深度的增加,Mises应力和拉应力逐渐减小;初始裂缝深度越长,降温过程中应力强度因子KI越大,也就越容易开裂;随着降温幅度的增加,拉应力、应力强度因子KI均迅速增加,Top-Down裂缝的发展速度也就越快。
综合轮胎-路面接触应力、温度、路面结构和材料特性,可以得出:荷载型裂缝开裂初期呈现V字形,裂缝竖直向下发展,这是路表拉应力反复作用下的第一阶段I型张开型疲劳裂缝。第二阶段,裂缝发展至路表下5-10cm左右后与竖直方向成一定角度斜向发展,这是由于剪应力随着深度的增加逐渐增加,在路表下5-10cm处出现最大值,这时剪应力成为Top-Down发展的主要诱因,所以第二阶段为II型剪切型裂缝;温度应力引发的是I型张开型裂缝。
Based on the structure of asphalt pavement with flexible base in china, the mechanical model of asphalt pavement structure influenced on tire-asphalt pavement interaction was set up to specify the mechanical response of Top-Down cracking and search for measures in prevention and cure Top-Down cracks.
Based on the real tire-asphalt pavement contact stress, the structure and load transfer mechanisms of radial tire, tire- asphalt pavement contact area was partition to five rectangles. Based on the Poisson effect of the radial tire treads structure, tire- asphalt pavement contact stress was predigested to the vertical contact stress, the transverse contact stress(perpendicular to the tire traveling direction), the longitudinal contact stress(parallel to the tire traveling direction). Three-dimensional nonlinear models were set up in ABAQUS to simulate tire-asphalt interaction. The numerical analysis results show that the mechanical response result in Top-Down cracking in the structure of asphalt pavement with flexible base; If AC surface thickness exceed 15cm, the modulus ratios between AC surface and base less than 4, the pavement structure is beneficial to prevent Top-Down cracking; Small wheel load, more wheel number, inflation pressure between 0.6-0.8MPa and continuous interlayer Contact Conditions are advantage factors for prevention of Top-Down cracks. An exploration of relation between above parameters and Top-Down cracking with the mathematical statistics method is analyzed.
Two-dimensional nonlinear models were set up in ABAQUS to simulate Top-Down low-temperature cracking of asphalt pavement with flexible base, Study on Top-Down crack fracture length and temperature drop range, The numerical analysis results show that after cooling process, asphalt pavement with microcracks cause Top-Down cracking; In cooling process, tensile stress at surface is the biggest in pavement; Mises stress and tensile stress gradually reduce with the depth increased. The longer the initial crack depth, the greater the stress intensity factor KI in cooling process, the easier Top-Down cracking. With increase cooling rate, stress intensity factor KI are rapidly increasing, Top-Down cracks develop will sooner.
Based on tire-pavement contact stress, temperature, pavement structure and material properties, the numerical analysis results show that the initial of load-caused Top-Down cracks show V-Shape; Top-Down cracks which develop along Vertical direction, is fatigue cracks in the first step; In the second step, when Top-Down crack developed under the surface about 5-10cm, the direction of Top-Down cracks have a certain oblique angle with Vertical direction. At the depth of 5-10cm, Shear stress which achieve the greatest, turn into the major incentive; temperature crack is I-type crack.
引文
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[2] Myers.L.A、Roque.R、B.E.Ruth.Mechanisms of Suface-Initiated Longitudinal Wheel Path Crack in High-Type Bituminous Pavements[J] Proceedings of the Association of Asphalt Paving Technologists, Volume67, 1998, 401-432
[3] Molenaar.A.A.A.Fatigue and Reflective Cracking due toTraffic (With Discussion)[J]Proceedings of the Association of Asphalt Paving Technologists,Volume53,1984,440-474
[4] Gerritsen.A.H,et al[J]Prediction and Prevention of Surface Cracking in Asphaltic Pavements, Proceeding of the 6th International Conference on Asphalt Pavement,Ann Arbor,1987,378-391
[5] Uhlmeyer, J. S., Willoughby, K., Pierce, L. M. and Mahoney, J. P.[C]TOP-DOWN CRACKING IN WASHINGTON STATE ASPHALT CONCRETE WEARING COURSES, In: 79th Transportation Research Board Annual Meeting, Washington D.C.
[6]孙立军等.沥青路面结构行为理论[M].北京:人民交通出版社,2005:98
[7] Clark.S,M. Mechanics of Pneumatic Tires[M],U.S.Department of Transportation,National Highway Traffic Safety Administration,Washington,D.C,1981
[8]沈金安、李福普、陈景.高速公路沥青路面早期损坏分析与防治对策[M].北京:人民交通出版社,2004:1-4
[9]易昕.三维有限元方法分析沥青路面自上而下裂缝的扩展[D].[硕士论文] 2006
[10] Tunwin Svasdisant.ANALYSES OF TOP-DOWN CRACKING IN RUBBLIZED AND FLEXIBLE PAVEMENT [D].Michigan Stste University 2003
[11] Chadi Said El Mohtar. The effect of different axle configurations on the fatigue life of an asphalt concrete mixture [D] Michigan Stste University 2003
[12] I.L.Al-Qadi、M.Elseifi、P.J.Yoo. Pavement Damage Due To Different Tires and Vehicle Configuratio [R].Michelin Americas Research and Development Corporation
[13]徐欧明、郝培文.厚沥青路面Top-Down裂缝分析及对路面设计的启示[J].中外公路,2005 10(5)
[14]杨为民.子午线轮胎的三维非线性有限元分析和性能仿真的研究[D].[博士论文] 1998
[15]程钢.子午线轮胎力学行为仿真及试验方法研究[D].[博士论文] 2004
[16]任旭春.轮胎有限元分析及优化中的若干问题研究[D].[博士论文] 2005
[17]谢水友、郑传超.轮胎接触压力对沥青路面结构的影响[J].长安大学学报(自然科学版) 2004 1(24):12-16
[18] M de Beer、C Fisher. Contact stresses of pneumatic tires measured with the Vehicle-Road Surface Pressure Transducer Array (VRSPTA) system for the University of California at Berkeley (UCB) and the Nevada Automotive Test Center (NATC) [R] TRB66.1997 7
[19] Tony Wilson. Contact Pressure Distribution of All-Terrain Crane Tyres[R]. National Road Transport Commission, November 2003
[20] Dae-Wook Park、Amy Epps Martin、A.M.ASCE、and Eyad Masad、A.M.ASCE. Effects of Nonuniform Tire Contact Stresseson Pavement Response [J] JOURNAL OF TRANSPORTATION ENGINEERING , ASCE , NOVEMBER 2005
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