隧道水泥混凝土路面加铺沥青层数值模拟及试验分析  

Numerical Simulation and Experimental Analysis on Asphalt Overlayer on Cement Concrete Pavement in Tunnel

作　　者：万正华 黄超 郭洪军 张长弓 杨永利 WAN Zheng-hua;HUANG Chao;GUO Hong-jun;ZHANG Chang-gong;YANG Yong-li(Central-southern Safety&Environment Technology Institute Co.,Ltd.,Wuhan Hubei 430051,China)

机构地区：[1]中南安全环境技术研究院股份有限公司,湖北武汉430051

出　　处：《公路交通科技》2023年第1期28-35,共8页Journal of Highway and Transportation Research and Development

基　　金：湖北省高速公路路面标准化指南项目(2018-422-5-1)。

摘　　要：以水泥混凝土路面加铺沥青层的刚柔复合路面结构为研究对象,基于动力学理论,采用有限元数值模拟方法,研究了该路面结构在静载和移动荷作用下的力学响应,分析了沥青混凝土加铺层与水泥混凝土面层的层间最大剪应力分布状况。对室内成型混凝土试块刷涂改性乳化沥青、反应型防水黏结剂、环氧沥青3种层间黏结油进行室内斜剪和拉拔试验。结果表明:(1)静载作用下沥青层底不同位置处受力状态不同,横向弯拉应变幅值大于纵向弯拉应变幅值,纵横向弯拉应变分布呈现“M”形状,基层层底弯拉应变呈现双峰值,沿着行车方向,基层层底一直处于受压状态,垂直于行车方向则存在较小的拉应变,基层层底整体弯拉应变值较小,沥青层底横向、纵向剪应变以轮隙为中心呈反对称分布,纵向剪切应变对称点较横向剪切应变对称点发生前移;(2)综合3种黏层油层间剪切强度以及经济性,反应型防水黏结剂更加合理;(3)匀速移动荷载作用下,沥青面层层底纵向应变处于拉压交替状态,且纵向压应变左右峰值并不相等,右侧压应变值峰值小于左侧压应变峰值;(4)不同车速、胎压下作用下,随着车速的增加层底弯拉应变峰值明显降低,随着胎压的增大层底弯拉应变峰值均增大,其中超压对横向弯拉应变的影响明显小于纵向弯拉应变,加速了路面的疲劳破坏。Taking the rigid flexible composite pavement structure of cement concrete pavement with asphalt lay as the research object, based on the dynamic theory, by using the finite element numerical simulation method, the mechanical responses of the pavement structure under static and moving loads are studied, and the distribution of maximum shear stress between asphalt concrete overlay and cement concrete pavement is analyzed. The indoor diagonal shear and pull-out tests on 3 kinds of interlayer bonding oil(indoor shaped concrete test block brushed with modified emulsified asphalt, reactive waterproof binder and epoxy asphalt) are conducted. The result shows that(1) The stress state at different positions of the asphalt layer bottom under static load is different, the transverse bending tensile strain amplitude is greater than the longitudinal bending tensile strain amplitude, the longitudinal and transverse bending tensile strain distributions present “M” shape, and the bending tensile strain at the base course bottom presents double-peak value. Along the driving direction, the bottom of the base course is always in compression state, and there is a small tensile strain perpendicular to the driving direction. The overall bending tensile strain value of the base course bottom is small. The transverse and longitudinal shear strains of the asphalt layer bottom are distributed in antisymmetric manner with the wheel gap as the center. The symmetrical point of the longitudinal shear strain moves forward compared with the symmetrical point of the transverse shear strain.(2) Considering the interlayer shear strength and economy of the 3 kinds of binder, the reactive waterproof adhesive is more reasonable.(3) Under the action of uniform moving load, the longitudinal strain at the bottom of asphalt surface course is in an alternate state of tension and compression, and the left and right peak values of longitudinal compressive strain are not equal, the right peak value of compressive strain is smaller than the left peak valu

关 键 词：道路工程 刚柔复合路面 数值模拟 应变幅值 弯拉强度 

分 类 号：U416.217[交通运输工程—道路与铁道工程]