足尺路面加速加载试验系统的研究
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摘要
随着公路运输量的日益增长和和大吨位车辆急剧增加,尤其是高等级公路交通的渠化运行,相当数量高速公路在通车几年后就发生如车辙、龟裂、波浪、坑洞等早期破坏,在重载交通条件下甚至3-5年左右即发生严重的结构破坏,影响了路面的使用性能和寿命,又给公路建设事业造成了巨大的经济损失,为了研究路面的合理结构及破坏机理,降低施工和维护成本,优化道路性能指标,本文通过对加载车虚拟样机动力学分析与运动学分析的基础上,研究了不同加载模式下路面不平度、速度、胎压和轴载对车辆动载荷的影响,设计制造了足尺路面加速加载试验系统,利用该系统能真实模拟车辆在路面上行驶状况,并通过可控轴载的快速加载方式加速道路损坏。
首先通过对足尺路面加速加载试验系统虚拟样机运动学和动力学分析,得出了单双轴作用下的速度、加速度、位移及力学变化。分析结果表明虚拟样机运行状态符合足尺路面加速加载试验系统运行要求,按照虚拟样机进行实体制作足尺路面加速加载试验系统,能够满足系统要求；虚拟样机在加载过程中,加载速度,加速度等参数均有波动,而且加载轮到稳定加载需要一定的过程。因此在实际加载中,要得到稳定的加载,需-定时间的延时。单轴加载时,加载过渡过程时间约为1.05s,而双轴加载过渡过程约为0.6s,为足尺路面加速加载试验系统设计提供理论基础。
其次通过建立的足尺路面加速加载单双轴加载模型,研究了轴载、胎压、加载车运行速度和路面不平度对加载车动载荷的影响,建立了加载车动载荷与各影响因素的函数关系。在静态加载下,单轴加载和双轴加载时加载车对路面动载荷随轴载的增加而呈比例增加,而随胎压几乎不变；在动态加载模式下,单轴加载和双轴加载时加载车对路面动载荷与轴载呈指数关系,与波长呈对数关系,与胎压关系不大,与加载车运行速度近似呈指数关系；在利用足尺路面加速加载试验系统时,采用双轴加载模式的效率近似为单轴加载模式的1.5倍。
再其次通过提出的基于接触角反推法设计了足尺路面加速加载试验系统踏面,设计的踏面形式使足尺路面加速加载试验系统在运行过程中,接触点分布均匀,磨耗小。
然后利用双轴八轮、椭圆形曲线加直线导轨、非接触式横移等众多专利技术,自主开发设计了足尺路面加速加载试验系统。该试验系统在交通部西部交通科技等项目的支持下对山东交通学院加速加载试验中心试验路段进行了870506次单轴(轴载180KN)加载和198563次双轴(轴载360KN)加载的可靠性试验,表明该系统具有良好的可操作性、可维护性和较高的可靠性。
最后借助足尺路面加速加载试验系统,通过铺筑具备动力响应观测条件的柔性基层足尺直道试验路,进行结构模拟实验。根据试验结果构建了路面动力响应与车速、轴载的经验关系模型,分析了单轴和双轴状态下车速、轴载、胎压等参数对路面结构动力响应的影响规律。在行车荷载作用下,沥青面层底部应变响应呈拉压应变交变状态,车轮到来和离去时,呈现压应变状态,且车轮离去时产生的压应变较车轮到来时产生的压应变明显偏小；车轮到达时,呈现拉应变状态,拉应变大于车轮到达前的压应变。在试验温度下,最大压应变、最大拉应变和应变幅值均随轴载的增加呈指数关系增大。车速显著影响沥青层层底应变响应,但对竖向压应力影响不大,仅影响应力的脉冲持续时间；随车速增加,应力脉冲时间缩短,面层底部应变响应减小；重载车辆在低速行车时对路面的破坏作用更严重,但胎压对面层底部应变和土基顶竖向压应力影响较小。
With the increasing of highway transportation volume and large tonnage vehicles, especially the high-grade highway channelization run, quite number of highway faced to the early damage of pavement structure after a few years such as rutting, cracking, wave and potholes. Even under heavy traffic conditions, serious structural damage will be occurred3-5years around, which not only affects the performance and life time of the road surface, but also causes huge economic losses. In order to study the reasonable structure and failure mechanism of the road surface, reduce construction and maintenance costs, optimize road performance, dynamics analysis and kinematics analysis for the loading vehicle virtual prototype are researched. The effects of pavement roughness, velocity, tire pressure and axle load on vehicle dynamic load are studied in different loading pattern. Finally, a full-scale pavement accelerated loading testing system is designed and developed, which can simulate the driving conditions of the vehicles on road and through controlled application of wheel loading to a layered pavement structure to accelerate road damage.
At first according to the dynamics analysis and kinematics analysis for the loading vehicle virtual prototype, the variant curves of the velocity, acceleration, displacement and mechanical can be obtained in uniaxial loading and biaxial loading. The analysis results show that the running condition of the virtual prototype accord with operation requirement of the full-scale pavement accelerated loading testing system. The velocity and acceleration of the loading vehicle are all changed during the simulation of the virtual prototype, and what's more, a delay time is needed in order to get stable loading. In uniaxial loading pattern, the transient time is about1.05s, while in biaxial loading pattern is about0.6s, which can provide a theoretical basis for full-scale pavement accelerated loading testing system design.
The affects of pavement roughness, velocity, tire pressure and axle load on vehicle dynamic load are researched according to the uniaxial and biaxial loading model. The function is established among the vehicle dynamic load and the affect factors. In the static loading pattern, the vehicle dynamic load increases in proportion with the axle load, but increases almost unchanged with the tire pressure. In the dynamic loading pattern, the vehicle dynamic load increases in exponential relationship with the axle load and velocity, increases in logarithmic relationship with the wavelength, but increases almost unchanged with the tire pressure. The efficiency in biaxial loading pattern is approximately1.5times of the uniaxial loading pattern when the full-scale pavement accelerated loading testing system is used.
Unique design method for wheel-rail contact angle curve is proposed to design the loading wheel tread. The contact points are well distributed and the profile has a small abrasion during the operation of the full-scale pavement accelerated loading testing system.
The self-development full-scale pavement accelerated loading testing system adopts lot of patent technology such as double-axis eight-wheel, ellipse curve and linear guide, non-contact traverse. The system has been run870,506times single axis (axle load180KN) load and198,563times biaxial (axle load360KN) load tests in Shandong Jiaotong University Accelerated Loading Testing Center, which shows that the system has a good operability, maintainability and higher reliability.
Finally, through paving flexible base full-scale straight test road which embedded asphalt strain gauge at the bottom of asphalt layer, structural simulation experiment was conducted using full-scale pavement accelerated loading testing system. Based on the experiment result, the experience relationship model is constructed of the dynamic response for pavement structures with the axle load and velocity. The dynamic response rule is also analyzed in the uniaxial and biaxial pattern. As the loading vehicle running, there is not only tensile strain but also compressive strain at the bottom of the asphalt layer. The compressive strain is occurred as the loading vehicle arrival or departure, and the value of the compressive strain is bigger in arrival. As the loading vehicle passes, the tensile strain is occurred. At the test temperature, the maximum compressive strain, the maximum tensile strain and strain amplitude are all in exponential relationship with the axle load. Velocity affects the strain response at the bottom of surface layer significantly, but it has little influence on the vertical compressive stress, and affects the stress pulse duration only, and the stress pulse duration and strain response at the bottom of surface layer reduce with the increase of velocity. The destroy degree of pavement is more serious in low velocity and heavy load, but tire pressure has little influence on the strain at the bottom of surface layer and the vertical compressive stress at the top of subgrade.
首先通过对足尺路面加速加载试验系统虚拟样机运动学和动力学分析,得出了单双轴作用下的速度、加速度、位移及力学变化。分析结果表明虚拟样机运行状态符合足尺路面加速加载试验系统运行要求,按照虚拟样机进行实体制作足尺路面加速加载试验系统,能够满足系统要求；虚拟样机在加载过程中,加载速度,加速度等参数均有波动,而且加载轮到稳定加载需要一定的过程。因此在实际加载中,要得到稳定的加载,需-定时间的延时。单轴加载时,加载过渡过程时间约为1.05s,而双轴加载过渡过程约为0.6s,为足尺路面加速加载试验系统设计提供理论基础。
其次通过建立的足尺路面加速加载单双轴加载模型,研究了轴载、胎压、加载车运行速度和路面不平度对加载车动载荷的影响,建立了加载车动载荷与各影响因素的函数关系。在静态加载下,单轴加载和双轴加载时加载车对路面动载荷随轴载的增加而呈比例增加,而随胎压几乎不变；在动态加载模式下,单轴加载和双轴加载时加载车对路面动载荷与轴载呈指数关系,与波长呈对数关系,与胎压关系不大,与加载车运行速度近似呈指数关系；在利用足尺路面加速加载试验系统时,采用双轴加载模式的效率近似为单轴加载模式的1.5倍。
再其次通过提出的基于接触角反推法设计了足尺路面加速加载试验系统踏面,设计的踏面形式使足尺路面加速加载试验系统在运行过程中,接触点分布均匀,磨耗小。
然后利用双轴八轮、椭圆形曲线加直线导轨、非接触式横移等众多专利技术,自主开发设计了足尺路面加速加载试验系统。该试验系统在交通部西部交通科技等项目的支持下对山东交通学院加速加载试验中心试验路段进行了870506次单轴(轴载180KN)加载和198563次双轴(轴载360KN)加载的可靠性试验,表明该系统具有良好的可操作性、可维护性和较高的可靠性。
最后借助足尺路面加速加载试验系统,通过铺筑具备动力响应观测条件的柔性基层足尺直道试验路,进行结构模拟实验。根据试验结果构建了路面动力响应与车速、轴载的经验关系模型,分析了单轴和双轴状态下车速、轴载、胎压等参数对路面结构动力响应的影响规律。在行车荷载作用下,沥青面层底部应变响应呈拉压应变交变状态,车轮到来和离去时,呈现压应变状态,且车轮离去时产生的压应变较车轮到来时产生的压应变明显偏小；车轮到达时,呈现拉应变状态,拉应变大于车轮到达前的压应变。在试验温度下,最大压应变、最大拉应变和应变幅值均随轴载的增加呈指数关系增大。车速显著影响沥青层层底应变响应,但对竖向压应力影响不大,仅影响应力的脉冲持续时间；随车速增加,应力脉冲时间缩短,面层底部应变响应减小；重载车辆在低速行车时对路面的破坏作用更严重,但胎压对面层底部应变和土基顶竖向压应力影响较小。
With the increasing of highway transportation volume and large tonnage vehicles, especially the high-grade highway channelization run, quite number of highway faced to the early damage of pavement structure after a few years such as rutting, cracking, wave and potholes. Even under heavy traffic conditions, serious structural damage will be occurred3-5years around, which not only affects the performance and life time of the road surface, but also causes huge economic losses. In order to study the reasonable structure and failure mechanism of the road surface, reduce construction and maintenance costs, optimize road performance, dynamics analysis and kinematics analysis for the loading vehicle virtual prototype are researched. The effects of pavement roughness, velocity, tire pressure and axle load on vehicle dynamic load are studied in different loading pattern. Finally, a full-scale pavement accelerated loading testing system is designed and developed, which can simulate the driving conditions of the vehicles on road and through controlled application of wheel loading to a layered pavement structure to accelerate road damage.
At first according to the dynamics analysis and kinematics analysis for the loading vehicle virtual prototype, the variant curves of the velocity, acceleration, displacement and mechanical can be obtained in uniaxial loading and biaxial loading. The analysis results show that the running condition of the virtual prototype accord with operation requirement of the full-scale pavement accelerated loading testing system. The velocity and acceleration of the loading vehicle are all changed during the simulation of the virtual prototype, and what's more, a delay time is needed in order to get stable loading. In uniaxial loading pattern, the transient time is about1.05s, while in biaxial loading pattern is about0.6s, which can provide a theoretical basis for full-scale pavement accelerated loading testing system design.
The affects of pavement roughness, velocity, tire pressure and axle load on vehicle dynamic load are researched according to the uniaxial and biaxial loading model. The function is established among the vehicle dynamic load and the affect factors. In the static loading pattern, the vehicle dynamic load increases in proportion with the axle load, but increases almost unchanged with the tire pressure. In the dynamic loading pattern, the vehicle dynamic load increases in exponential relationship with the axle load and velocity, increases in logarithmic relationship with the wavelength, but increases almost unchanged with the tire pressure. The efficiency in biaxial loading pattern is approximately1.5times of the uniaxial loading pattern when the full-scale pavement accelerated loading testing system is used.
Unique design method for wheel-rail contact angle curve is proposed to design the loading wheel tread. The contact points are well distributed and the profile has a small abrasion during the operation of the full-scale pavement accelerated loading testing system.
The self-development full-scale pavement accelerated loading testing system adopts lot of patent technology such as double-axis eight-wheel, ellipse curve and linear guide, non-contact traverse. The system has been run870,506times single axis (axle load180KN) load and198,563times biaxial (axle load360KN) load tests in Shandong Jiaotong University Accelerated Loading Testing Center, which shows that the system has a good operability, maintainability and higher reliability.
Finally, through paving flexible base full-scale straight test road which embedded asphalt strain gauge at the bottom of asphalt layer, structural simulation experiment was conducted using full-scale pavement accelerated loading testing system. Based on the experiment result, the experience relationship model is constructed of the dynamic response for pavement structures with the axle load and velocity. The dynamic response rule is also analyzed in the uniaxial and biaxial pattern. As the loading vehicle running, there is not only tensile strain but also compressive strain at the bottom of the asphalt layer. The compressive strain is occurred as the loading vehicle arrival or departure, and the value of the compressive strain is bigger in arrival. As the loading vehicle passes, the tensile strain is occurred. At the test temperature, the maximum compressive strain, the maximum tensile strain and strain amplitude are all in exponential relationship with the axle load. Velocity affects the strain response at the bottom of surface layer significantly, but it has little influence on the vertical compressive stress, and affects the stress pulse duration only, and the stress pulse duration and strain response at the bottom of surface layer reduce with the increase of velocity. The destroy degree of pavement is more serious in low velocity and heavy load, but tire pressure has little influence on the strain at the bottom of surface layer and the vertical compressive stress at the top of subgrade.
引文
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