CN102565312A - Method for estimating remaining life of asphalt pavement of freeway - Google Patents
Method for estimating remaining life of asphalt pavement of freeway Download PDFInfo
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- CN102565312A CN102565312A CN2011104194553A CN201110419455A CN102565312A CN 102565312 A CN102565312 A CN 102565312A CN 2011104194553 A CN2011104194553 A CN 2011104194553A CN 201110419455 A CN201110419455 A CN 201110419455A CN 102565312 A CN102565312 A CN 102565312A
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Abstract
The invention discloses a method for estimating the remaining life of an asphalt pavement of a freeway. The method comprises the following steps of: building a corresponding computation model in a Bisar program according to an asphalt concrete pavement structure to be predicted, and calculating the tensile strains which are applied to the bottoms of various structural layers of the asphalt pavement under the action of a standard load by taking the thicknesses and moduli of the structural layers as calculation parameters; performing core drilling on a hard shoulder, an overtaking lane and a running lane of the asphalt pavement of the freeway on the spot respectively; performing indirect tensile fatigue tests with strain control on core samples of the lanes; and acquiring relation curves of indirect tensile stiffness moduli and load action times in the process of the fatigue tests, comparing the fatigue test curves of the lanes, combining the asphalt pavement to build traffic volume data since the opening of the freeway which are obtained through counting, and predicting the remaining fatigue lives of the lanes of the asphalt pavement. By the method, the remaining fatigue lives of asphalt pavements can be accurately predicted, and the long-term human randomness of the selection of the maintenance time of the pavements is avoided.
Description
Technical field
The invention belongs to the detection and the evaluation field of bituminous concrete pavement usability, be specifically related to the predictor method of bituminous concrete pavement residual life.
Background technology
Along with the continuous progress of communications and transportation cause, the highway construction cause of China has obtained significant progress, and by the end of the year 2010, the national highway total kilometrage that is open to traffic reaches 7.4 ten thousand kilometers.In the highway that has been open to the traffic, bituminous concrete pavement has accounted for most ratios.In China; Highway is generally according to designing serviceable life (length of service); Be 15 years the designed life such as the asphalt pavement of highway of China, and the Laminate construction thickness of asphalt pavement of highway and material chosen are that not carry out structural maintenance be principle to satisfy in 15 year operating period road.Although in the highway layout process; Drafted the serviceable life of road; But owing to design traffic volume is estimated comparatively conservatively, vehicle maximization and heavy-duty and road construction quality control reason such as strictness inadequately; Possibly cause road before being open to the traffic afterwards, reaching design period, various types of destructions promptly not occur, influence the cruising of vehicle, need carry out the maintenance and the transformation of pavement structure property in advance.Investigation finds, not reaching design life at present, promptly to carry out the bituminous concrete pavement of the structural maintenance of large tracts of land commonplace.
But, after some diseases have appearred in the road surface, when carry out structural maintenance, adopt which type of scheme maintenance still not form unified regulation.Some road management departments decide the opportunity of road maintenance through the order of severity of observing road table destruction; Such as large tracts of land chicken-wire cracking having occurred when road surface; When having influenced the security of vehicle ', it is generally acknowledged that fatigure failure has appearred in road, need carry out maintenance and renovation it; Also have some administrative authoritys non-uniform settling largely to occur on the road surface, cause vehicle can not be fast and safely through the time, The time has come to think structural transformation.Although these methods are observed through the disease of road pavement structure; Residual life that can the road pavement structure is estimated qualitatively, thereby confirms the opportunity of pavement structure maintenance, but the defective that their exist is also obvious; Mainly show: (1) selects just judge according to the sense organ of the table situation of self satisfying the need the opportunity of pavement maintenance; Have tangible subjectivity and randomness, lack road pavement material mechanical performance, the especially evaluation of remanent fatigue life objective quantitative; (2) for the scheme of pavement maintenance house of correction employing, generally also all be to overlay or other scheme with reference to similar engineering, rule of thumb directly overlay of decision employing, milling, overlay the performance that also seldom fully takes into account original ground surface material of drafting of scheme.
In sum, at present transform the technical scheme that opportunity and maintenance and renovation are adopted, all do not have to fully take into account mechanical property, the especially remanent fatigue life of old asphalt pavement about asphalt pavement maintenance.It is not accurate enough to bring the road surface to transform the assurance on opportunity thus, keeps in repair when still having big surplus the fatigue lifetime that appears at old pavement such as meeting, has reduced the service efficiency of old pavement, causes the wasting of resources; Perhaps hour do not take measures such as maintenance and traffic dispersion, cause surface feature decline fast to occur, influenced the cruising of vehicle in fatigue lifetime of old pavement.Therefore, be necessary original road surface is carried out the opportunity of transforming of estimating of remanent fatigue life with the decision pavement maintenance.
Summary of the invention
Goal of the invention: the objective of the invention is to the deficiency to prior art, the method for estimating the Asphalt Concrete Pavement of Freeway remanent fatigue life is provided, with the transformation of quantitative definite bituminous pavement and maintenance opportunity.
Technical scheme:
Estimate the method for asphalt pavement of highway residual life, it is characterized in that comprising following steps:
Step 1: according to bituminous concrete pavement structure to be predicted, in the Bisar program, setting up the corresponding calculated model, is calculating parameter with Laminate construction thickness and modulus, calculates the tensile strain that at the bottom of each structural sheet of bituminous pavement under the standard load effect, receives;
Step 2: the scene is to the difference boring and coring of hardened verge, fast and the runway of bituminous pavement; In the laboratory, the core in each track is carried out the splitting torture test of controlling strain, the strain level that applies is the tensile strain that step 1 calculates;
Step 3: the relation curve of splitting modulus and number of loading in the collection torture test process, the traffic data since relatively each track relation curve, and bound bitumen road surface is open to the traffic, the remanent fatigue life in each track of prediction bituminous pavement:
In the formula, N
C, s, N
C, xIt is respectively the remanent fatigue life of fast and runway; N
yThe fatigue lifetime of correspondence during for the sample fatigure failure of hardened verge place; N
c, N
xIt is respectively the number of loading that fast and runway place sample have stood; N is being open to traffic the time after bituminous pavement to be estimated builds up.
The standard load of said step 1 is the load of two circle 100KN.
The bituminous pavement hardened verge of said step 2 is an emergency stopping lane only.
Each track of boring and coring quantity of said step 2 can not be less than 10.
The N of said step 3
cAnd N
xBe respectively that modulus with hardened verge place core is a benchmark, fast and runway material modulus reduce the pairing number of loading of amplitude.
The present invention compared with prior art; Its beneficial effect is: (1) is aspect fatigue life of pavement estimates; The comparison of the splitting curve of fatigue through each track core of road surface, each track remanent fatigue life of quantitative description is convenient to accurately predict maintenance opportunity of bituminous pavement; (2) overcome the artificial randomness when the pavement maintenance choose opportunities for a long time, and when maintenance pavement structure only be the drawback of main foundation with similar engineering experience.
Description of drawings
Fig. 1 is the splitting modulus and the number of loading relation curve of core in each track, road surface;
Fig. 2 is the residual life graph of a relation of core in each track;
Fig. 3 is the S-N diagram in certain each track of bar highway.
Wherein: the 1-hardened verge; The 2-runway; The 3-fast; The number of loading of 4-fast; The number of loading of 5-runway; Number of loading during the fatigure failure of 6-hardened verge; The curve of fatigue of the hardened verge place material of 7-bar road; The curve of fatigue of the fast place material of 8-bar road; The curve of fatigue of the runway place material of 9-bar road.
Embodiment
Below in conjunction with accompanying drawing the method for estimating the bituminous concrete pavement residual life of the present invention is done and to be described in further detail.
With asphalt pavement structural layer thickness to be estimated and modulus is input parameter, adopts the Bisar calculation procedure, calculates the tensile strain that at the bottom of asphalt concrete structure layer under the two circle of the 100KN single shaft load action, receives.Carry out the scene at runway, fast and three positions of hardened verge of bituminous pavement and get core.
With the strain that calculates is controlling index, carries out the splitting torture test to drilling through the sample that obtains, and obtains the splitting modulus of each position core and the relation curve of number of loading, and typical fatigue experiment curve is as shown in Figure 1.In Fig. 1, the curve of fatigue 1 of hardened verge place sample can be represented and not pass through the vehicular load effect, does not have the curve of fatigue of the asphalt of fatigue damage; The curve of fatigue 2 of runway place sample is for repeatedly acting on the fatigue of materials curve after having experienced big fatigue damage through vehicular load on the runway; The curve of fatigue 3 of fast place sample is for having experienced the fatigue of materials curve after certain fatigue damage.Because the passage rate of vehicle is often little than fast on the runway, and vehicular load is often greater than vehicle on the fast, so the curve of fatigue 2 will be in the below of the curve of fatigue 3.
For the typical curve of fatigue in each track shown in Figure 1; Can carry out processing as shown in Figure 2; Represent the road surface repeatedly to act on the fatigue of materials damage that causes with the reduction of splitting modulus, and be worth the pairing number of loading reflection elapsed actual loading effect in each track with the modulus reduction through vehicle.By this thinking, can obtain the number of loading 5 that number of loading 4, runway that fast stood have stood, and the number of loading 6 that can stand through the hardened verge position of fatigue damage.And estimate the remanent fatigue life of fast and runway respectively according to formula (1) and formula (2).
In the formula, N
C, s, N
C, xIt is respectively the remanent fatigue life of fast and runway; N
yThe fatigue lifetime of correspondence during for the sample fatigure failure of hardened verge place; N
c, N
xBe respectively the number of loading that fast and runway place sample have stood, 4 and 5 among respectively corresponding Fig. 2; N is being open to traffic the time after bituminous pavement to be estimated builds up.
Embodiment: the predictor method of remanent fatigue life before and after the asphalt pavement of highway maintenance comprises the steps:
(1) bituminous pavement top bottom stretching strain is calculated
The pavement structure of certain highway is grain formula bituminous concrete+6cm coarse grain formula asphalt+15cm two-ash broken stones+15cm two-ash soil+15cm rendzinas among the 4cm, be open to the traffic 1 year about half (17.2 months), and the larger area be full of cracks has appearred in the road table.
In Bisar software, set up the computation model of above-mentioned pavement structure; And grain formula asphalt concrete modulus is 1800MPa in getting, and coarse grain formula asphalt is 1200MPa, and the two-ash broken stones modulus is 1500MPa; Two-ash soil is 750MPa, and the soil matrix end face equivalent modulus of resilience is 60MPa.The tensile strain that calculates brea bed bottom under the standard load effect at 100KN through Bisar is 1.02 * 10
-4
(2) indoor splitting torture test and surface layer remanent fatigue life estimates
At runway, fast and the hardened verge position difference core boring sampling of highway, and in the laboratory, carry out 1.02 * 10
-4Splitting torture test under the strain level, the curve of fatigue that obtains each track is as shown in Figure 3.The remanent fatigue life that can calculate runway and fast according to formula (1) and formula (2) was respectively 8.4 months and 114.8 months.
Because runway has only 8.4 months residual life, therefore should consider it is carried out structural maintenance and renovation, to satisfy the requirement of vehicle pass-through.
Claims (5)
1. estimate the method for asphalt pavement of highway residual life, it is characterized in that comprising following steps:
Step 1: according to bituminous concrete pavement structure to be predicted, in the Bisar program, setting up the corresponding calculated model, is calculating parameter with Laminate construction thickness and modulus, calculates the tensile strain that at the bottom of each structural sheet of bituminous pavement under the standard load effect, receives;
Step 2: the scene is to the difference boring and coring of hardened verge, fast and the runway of bituminous pavement; In the laboratory, the right cylinder core in each track is carried out the splitting torture test of controlling strain, the strain level that applies is the tensile strain that step 1 calculates;
Step 3: the relation curve of splitting modulus and number of loading in the collection torture test process, the traffic data since relatively each track relation curve, and bound bitumen road surface is open to the traffic, the remanent fatigue life in each track of prediction bituminous pavement:
In the formula, N
C, s, N
C, xIt is respectively the remanent fatigue life of fast and runway; N
yThe fatigue lifetime of correspondence during for the sample fatigure failure of hardened verge place; N
c, N
xIt is respectively the number of loading that fast and runway place sample have stood; N is being open to traffic the time after bituminous pavement to be estimated builds up.
2. method according to claim 1 is characterized in that: the standard load of said step 1 is the load of single shaft two-wheel 100KN.
3. method according to claim 1 is characterized in that: the bituminous pavement hardened verge of said step 2 is an emergency stopping lane only.
4. method according to claim 1 is characterized in that: each track of boring and coring quantity of said step 2 can not be less than 10.
5. method according to claim 1 is characterized in that: the N of said step 3
cAnd N
xWith the modulus with hardened verge place core is benchmark, and initial modulus reduces the number of loading that amplitude is distinguished correspondence when fast and runway fatigue test of materials.
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Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103323323A (en) * | 2013-05-21 | 2013-09-25 | 河海大学 | Establishing method of concrete breaking strength prediction model considering loading rate influence |
| CN104849155A (en) * | 2015-05-26 | 2015-08-19 | 武汉理工大学 | Method for predicting residual service life of asphalt pavement according to fatigue-modulus comprehensive performance of core sample |
| CN105975711A (en) * | 2016-05-19 | 2016-09-28 | 河南省高远公路养护技术有限公司 | Bituminous pavement service life assessment method based on material damage accumulation level |
| CN106526149A (en) * | 2016-11-22 | 2017-03-22 | 山西省交通科学研究院 | Method for predicting pavement performance on basis of transport durations and traffic volumes |
| CN109917117A (en) * | 2019-04-01 | 2019-06-21 | 同济大学 | A kind of active service Remaining Service Life for Asphalt Pavement predictor method |
| CN110018049A (en) * | 2019-04-24 | 2019-07-16 | 长沙理工大学 | A kind of asphalt Fatigue Life Prediction method under Simple stress condition |
| CN110334429A (en) * | 2019-07-01 | 2019-10-15 | 河南省高远公路养护技术有限公司 | A kind of prediction technique of bituminous pavement remanent fatigue life |
| CN110598891A (en) * | 2019-06-27 | 2019-12-20 | 广东逸华交通工程检测有限公司 | Asphalt pavement full-period performance monitoring and evaluating method and system |
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Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103323323A (en) * | 2013-05-21 | 2013-09-25 | 河海大学 | Establishing method of concrete breaking strength prediction model considering loading rate influence |
| CN103323323B (en) * | 2013-05-21 | 2015-05-20 | 河海大学 | Establishing method of concrete breaking strength prediction model considering loading rate influence |
| CN104849155A (en) * | 2015-05-26 | 2015-08-19 | 武汉理工大学 | Method for predicting residual service life of asphalt pavement according to fatigue-modulus comprehensive performance of core sample |
| CN104849155B (en) * | 2015-05-26 | 2018-01-12 | 武汉理工大学 | The method that Remaining Service Life for Asphalt Pavement is predicted by core sample fatigue modulus combination property |
| CN105975711A (en) * | 2016-05-19 | 2016-09-28 | 河南省高远公路养护技术有限公司 | Bituminous pavement service life assessment method based on material damage accumulation level |
| CN106526149A (en) * | 2016-11-22 | 2017-03-22 | 山西省交通科学研究院 | Method for predicting pavement performance on basis of transport durations and traffic volumes |
| CN109917117A (en) * | 2019-04-01 | 2019-06-21 | 同济大学 | A kind of active service Remaining Service Life for Asphalt Pavement predictor method |
| CN110018049A (en) * | 2019-04-24 | 2019-07-16 | 长沙理工大学 | A kind of asphalt Fatigue Life Prediction method under Simple stress condition |
| CN110598891A (en) * | 2019-06-27 | 2019-12-20 | 广东逸华交通工程检测有限公司 | Asphalt pavement full-period performance monitoring and evaluating method and system |
| CN110334429A (en) * | 2019-07-01 | 2019-10-15 | 河南省高远公路养护技术有限公司 | A kind of prediction technique of bituminous pavement remanent fatigue life |
| CN110334429B (en) * | 2019-07-01 | 2023-05-02 | 河南省高远公路养护技术有限公司 | Method for predicting residual fatigue life of asphalt pavement |
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