路面表面构造特征指标对抗滑性能的影响
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摘要
开发了获取路面表面与轮胎接触面积和构造分布均匀程度的测试方法,研究了构造深度、修正后单位接触面积对路面抗滑性能的影响。结果表明:(1)抗滑性能未随着构造深度的增加而依次增大,构造深度过大或过小均未出现最佳的抗滑性能,动态旋转摩擦系数和摆值在取得最大值时对应的构造深度值较为相近,而两者的变化趋势有所差异;(2)修正后单位接触面积的增大并未引起抗滑性能的正比例增长,动态旋转摩擦系数和摆值的变化规律趋于一致;(3)构造深度和修正后单位接触面积与动态旋转摩擦系数和摆值呈现幂函数关系;(4)在抗滑性能较好条件下,构造深度和修正后单位接触面积与抗滑性能指标之间有较好的相关性,构造深度对抗滑性能的贡献相对稳定且较小,而修正后单位接触面积对抗滑性能的影响较大且变异性大。
The test method for the contact area between the road surface and the tire and the uniformity of the structural distribution was developed,the influence of structure depth and corrected unit contact area on skid resistance of pavement was studied.The result shows:(1)the skid resistance does not increase as the depth of structure increased,there is no optimum skid resistance with structure depth too large or too small,the corresponding structure depth values are similar when the dynamic rotational friction coefficient and pendulum value are maximum,however,the change trend of the two is different;(2)the increase of corrected unit contact area does not lead to a positive increase in skid resistance,the variation of dynamic rotational friction coefficient and pendulum value tends to be consistent;(3)the structure depth and the corrected unit contact area show a power function relationship with the dynamic rotational friction coefficient and pendulum value;and(4)under the condition of better skid resistance,there is a better correlation between the structure depth and the unit contact area with the slid performance indexes,the contribution of the structural depth to the slid performance is relatively stable and less,however,the corrected unit contact area has a greater impact on the slid performance,and the variability is large.
The test method for the contact area between the road surface and the tire and the uniformity of the structural distribution was developed,the influence of structure depth and corrected unit contact area on skid resistance of pavement was studied.The result shows:(1)the skid resistance does not increase as the depth of structure increased,there is no optimum skid resistance with structure depth too large or too small,the corresponding structure depth values are similar when the dynamic rotational friction coefficient and pendulum value are maximum,however,the change trend of the two is different;(2)the increase of corrected unit contact area does not lead to a positive increase in skid resistance,the variation of dynamic rotational friction coefficient and pendulum value tends to be consistent;(3)the structure depth and the corrected unit contact area show a power function relationship with the dynamic rotational friction coefficient and pendulum value;and(4)under the condition of better skid resistance,there is a better correlation between the structure depth and the unit contact area with the slid performance indexes,the contribution of the structural depth to the slid performance is relatively stable and less,however,the corrected unit contact area has a greater impact on the slid performance,and the variability is large.
引文
[1]徐斌.排水性沥青路面理论与实践[M].人民交通出版社,2011.
[2]苗英豪,曹东伟,刘清泉.沥青路面表面宏观构造与抗滑性能间的关系[J].北京工业大学学报,2011,37(4):547-553.
[3]张金喜,刘利花,王利利.速度和构造深度对水泥混凝土路面摩擦系数的影响[J].北京工业大学学报,2009,35(1):48-52.
[4]董祥,张士萍,丁小晴,等.沥青路面的纹理构造与抗滑性检测方法[J].铁道标准设计,2012,(1):30-35.
[5]张毓.基于集料表面纹理构造特征的沥青路面抗滑机理研究[D].重庆交通大学,2014.
[6]王利利.路面抗滑性能变化特性研究[D].北京工业大学,2008.
[7]邵申申.基于轮胎与路面接触的沥青混合料抗滑性能评价研究[D].华南理工大学,2016.
[8]钱朝清.沥青混合料细观结构变化对路面抗滑性能的影响研究[D].华南理工大学,2016.
[9]Bazlamit S M,Reza F.Changes in asphalt pavement friction components and adjustment of skid number for temperature[J].Journal of Transportation Engineering,2005,131(6):470-476.
[10]Ergun M,Iyinam S,Iyinam A F.Prediction of Road Surface Friction Coefficient Using Only Macro and Microtexture Measurements[J].Journal of Transportation Engineering,2005,131(4):311-319.
[11]Luca M D,Dell'acqua G.Runway surface friction characteristics assessment for Lamezia Terme airfield pavement management system[J].Journal of Air Transport Management,2014,34(34):1-5.
[2]苗英豪,曹东伟,刘清泉.沥青路面表面宏观构造与抗滑性能间的关系[J].北京工业大学学报,2011,37(4):547-553.
[3]张金喜,刘利花,王利利.速度和构造深度对水泥混凝土路面摩擦系数的影响[J].北京工业大学学报,2009,35(1):48-52.
[4]董祥,张士萍,丁小晴,等.沥青路面的纹理构造与抗滑性检测方法[J].铁道标准设计,2012,(1):30-35.
[5]张毓.基于集料表面纹理构造特征的沥青路面抗滑机理研究[D].重庆交通大学,2014.
[6]王利利.路面抗滑性能变化特性研究[D].北京工业大学,2008.
[7]邵申申.基于轮胎与路面接触的沥青混合料抗滑性能评价研究[D].华南理工大学,2016.
[8]钱朝清.沥青混合料细观结构变化对路面抗滑性能的影响研究[D].华南理工大学,2016.
[9]Bazlamit S M,Reza F.Changes in asphalt pavement friction components and adjustment of skid number for temperature[J].Journal of Transportation Engineering,2005,131(6):470-476.
[10]Ergun M,Iyinam S,Iyinam A F.Prediction of Road Surface Friction Coefficient Using Only Macro and Microtexture Measurements[J].Journal of Transportation Engineering,2005,131(4):311-319.
[11]Luca M D,Dell'acqua G.Runway surface friction characteristics assessment for Lamezia Terme airfield pavement management system[J].Journal of Air Transport Management,2014,34(34):1-5.