预制超高性能混凝土道面临界荷位研究
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摘要
为了确定预制超高性能混凝土道面临界荷位,建立三维有限元模型,分析了不同机轮荷载作用在道面板不同位置的应力和挠度。同时,也研究道面接缝和道面尺寸变化对临界荷位影响。结果表明:以板底应力为评判标准,临界荷位为A型机轮荷载作用在道面板纵缝边中间位置;随着纵横向接缝刚度差异增大,临界荷位位于道面板的纵缝边中间位置越明显。以板底挠度为评判准则,临界荷位为C型机轮荷载作用在道面板板角位置;随着纵横向接缝刚度差异增大,临界荷位位于道面板板角位置不变,接缝的刚度变化仅仅影响道面板挠度大小。道面尺寸变化对临界荷位确定影响很小,可以忽略。
In order to determine the critical loading position of the prefabricated ultra-high performance concrete pavement,a three-dimensional finite element model is established to analyze the stresses and deflections of different wheel loads on different locations of the slab. At the same time,the effects of slab joints and dimensions on the critical loading position are also investigated. The results show that the critical loading position is A-type wheel load's acting on the middle of the longitudinal edge of the slab with the stress of slab bottom as the criterion indicator. The more difference between the longitudinal and transverse joints stiffness,the more the critical loading position is obviously located at the longitudinal edge of the slab. With the deflection of slab bottom as the criterion indicator,the critical loading position is C-type wheel load 's acting on the corner of the slab. With the increase of difference between the longitudinal and transverse joints stiffness,the critical loading position is unchanged,and the change of joints stiffness only affects the deflection values of the slab. The change of pavement dimensions has little effect on the determination of the critical loading position and can be neglected.
In order to determine the critical loading position of the prefabricated ultra-high performance concrete pavement,a three-dimensional finite element model is established to analyze the stresses and deflections of different wheel loads on different locations of the slab. At the same time,the effects of slab joints and dimensions on the critical loading position are also investigated. The results show that the critical loading position is A-type wheel load's acting on the middle of the longitudinal edge of the slab with the stress of slab bottom as the criterion indicator. The more difference between the longitudinal and transverse joints stiffness,the more the critical loading position is obviously located at the longitudinal edge of the slab. With the deflection of slab bottom as the criterion indicator,the critical loading position is C-type wheel load 's acting on the corner of the slab. With the increase of difference between the longitudinal and transverse joints stiffness,the critical loading position is unchanged,and the change of joints stiffness only affects the deflection values of the slab. The change of pavement dimensions has little effect on the determination of the critical loading position and can be neglected.
引文
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[12]何秄僷,何斌,叶茂,等.板底脱空条件下连续配筋水泥混凝土路面的静载力学分析[J].公路,2016(1):47-52.
[13]王宇翔,袁捷.水泥混凝土路面传力杆接缝传荷数值模拟及实测分析[J].交通科技,2017(1):5-8.
[14]罗勇,袁捷.三维有限元法对水泥混凝土道面接缝传荷作用的模拟方法研究[J].公路交通科技,2013,30(3):32-38.
[15]程国勇,王肖江,冯长峰.飞机临界荷位的道面板内最大弯矩和板边变矩分析[J].公路交通科技,2019,36(2):14-18.
[2]赵筠,廉慧珍,金建昌.钢-混凝土复合的新模式——超高性能混凝土(UHPC/UHPFRC)[J].混凝土世界,2013,53(11):60-71.
[3]陈宝春,季韬,黄卿维,等.超高性能混凝土研究综述[J].建筑科学与工程学报,2014,31(3):1-24.
[4]郑文忠,吕雪源.活性粉末混凝土研究进展[J].建筑结构学报,2015,36(10):44-58.
[5]于宝明,姚祖康.混凝土路面临界荷位分析[J].中国公路学报,1989,2(1):1-10.
[6]周玉民,谈至明.双层水泥混凝土路面结构临界点位置分析[J].同济大学学报:自然科学版,2010,38(4):538-544.
[7]李思李,田波,牛开民.水泥混凝土路面临界荷位研究[J].公路交通科技,2012,29(7):1-8.
[8]白桃,黄晓明,李昶,等.连续配筋水泥混凝土路面的临界荷位[J].湖南大学学报:自然科学版,2013,40(6):14-19.
[9]颜祥程,翁兴中,冷冰林,等.机场水泥混凝土双层道面层间接触对加铺层性能的影响[J].公路,2011(5):26-29.
[10]颜祥程,翁兴中,杨立耀.机场水泥混凝土道面加铺层结构接缝传荷能力分析[J].公路,2015(8):46-50.
[11]李巧生,王德荣.水泥混凝土道面结构在多轮荷载作用下的响应分析[J].振动与冲击,2010,29(2):75-78.
[12]何秄僷,何斌,叶茂,等.板底脱空条件下连续配筋水泥混凝土路面的静载力学分析[J].公路,2016(1):47-52.
[13]王宇翔,袁捷.水泥混凝土路面传力杆接缝传荷数值模拟及实测分析[J].交通科技,2017(1):5-8.
[14]罗勇,袁捷.三维有限元法对水泥混凝土道面接缝传荷作用的模拟方法研究[J].公路交通科技,2013,30(3):32-38.
[15]程国勇,王肖江,冯长峰.飞机临界荷位的道面板内最大弯矩和板边变矩分析[J].公路交通科技,2019,36(2):14-18.