CN102565312B - 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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- CN102565312B CN102565312B CN201110419455.3A CN201110419455A CN102565312B CN 102565312 B CN102565312 B CN 102565312B CN 201110419455 A CN201110419455 A CN 201110419455A CN 102565312 B CN102565312 B CN 102565312B
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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 detection and the evaluation field of Asphalt Concrete Pavement Performance, 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 in the end of the year 2010 of cut-off, the national highway total kilometrage that is open to traffic reaches 7.4 ten thousand kilometers.In the highway being 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), such as be 15 years the designed life of the asphalt pavement of highway of China, the Laminate construction thickness of asphalt pavement of highway and the selection of material are to meet in 15 year operating period road not carry out structural maintenance be principle.Although in highway layout process, draft the serviceable life of road, but because design traffic volume is estimated comparatively conservatively, vehicle maximization and heavy-duty and the reason such as quality of road construction control is strict not, may cause road to occur various types of destruction after being open to the traffic, before not reaching design period, affect normally travelling of vehicle, need to carry out in advance the maintenance and reconstruction of pavement structure.Investigation finds, not reaching at present design life, to carry out the bituminous concrete pavement of large area structure maintenance commonplace.
But, occurred after some diseases on 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 by observing the order of severity of road table destruction, such as having occurred large area chicken-wire cracking when road surface, while having affected the security of Vehicle Driving Cycle, it is generally acknowledged that fatigure failure has appearred in road, need to carry out maintenance and renovation to it; Also have some administrative authoritys to occur non-uniform settling largely on road surface, cause vehicle can not be fast and safely by time, The time has come to think structural transformation.Although these methods are observed by the disease of road pavement structure, residual life that can road pavement structure is evaluated qualitatively, thereby determine the opportunity of pavement structure maintenance, but the defect that they exist is also apparent, be mainly manifested in: (1) selects the opportunity of pavement maintenance just according to the sense organ judgement of the table situation of self satisfying the need, there is obvious subjectivity and randomness, lack road pavement material mechanical performance, the especially evaluation of remanent fatigue life objective quantitative; (2) scheme adopting for pavement maintenance house of correction, is all also generally with reference to similar engineering, rule of thumb determines that employing directly overlays, milling overlays or other scheme, overlays the performance that also seldom fully takes into account original ground surface material of drafting of scheme.
In sum, the technical scheme adopting about asphalt pavement maintenance transformation opportunity and maintenance and renovation at present, does not all have to fully take into account mechanical property, the especially remanent fatigue life of old asphalt pavement.May bring thus the assurance on Pavement Improvement opportunity not accurate enough, keep in repair such as there will be when still have larger surplus the fatigue lifetime of old pavement, reduce the service efficiency of old pavement, cause the wasting of resources; Or hour do not take the measures such as maintenance and traffic dispersion in fatigue lifetime of old pavement, cause surface feature to occur fast-descending, affected normally travelling of vehicle.Therefore, be necessary original road surface to carry out the opportunity of estimating to determine pavement maintenance transformation of remanent fatigue life.
Summary of the invention
Goal of the invention: the object of the invention is to for the deficiencies in the prior art, the method for estimating Asphalt Concrete Pavement of Freeway remanent fatigue life is provided, with the transformation of quantitative definite bituminous pavement and maintenance opportunity.
Technical scheme:
The method of estimating remaining life of asphalt pavement of freeway, is characterized in that comprising following steps:
Step 1: according to asphalt concrete pavement structure to be predicted, set up corresponding computation model in Bisar program, taking Laminate construction thickness and modulus as calculating parameter, calculate the tensile strain being subject at the bottom of the each structural sheet of bituminous pavement under standard load effect;
Step 2: the difference boring and coring of on-the-spot hardened verge, fast and runway to bituminous pavement; In laboratory, the core in each track is controlled to the splitting fatigue test of strain, the strain level applying is the tensile strain that step 1 calculates;
Step 3: gather the relation curve of splitting modulus and number of loading in torture test process, more each track relation curve, and the traffic data of bound bitumen road surface since being open to the traffic, predict the remanent fatigue life in the each track of bituminous pavement:
In formula, N
c, s, N
c, xit is respectively the remanent fatigue life of fast and runway; N
ycorresponding fatigue lifetime 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 the bituminous pavement of estimating builds up.
The standard load of described step 1 is the load of two circle 100KN.
The bituminous pavement hardened verge of described step 2 is emergency stopping lane only.
The each track of boring and coring quantity of described step 2 can not be less than 10.
The N of described step 3
cand N
xbe respectively modulus taking hardened verge place core as benchmark, fast and runway material modulus reduce the corresponding 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 fatigue curve by each track, road surface core, the each track of quantitative description remanent fatigue life, is convenient to maintenance opportunity of Accurate Prediction bituminous pavement; (2) overcome the artificial randomness in the time of pavement maintenance choose opportunities for a long time, and the only drawback taking similar engineering experience as Main Basis of when maintenance pavement structure.
Brief description of the drawings
Fig. 1 is 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 the each track of highway.
Wherein: 1-hardened verge; 2-runway; 3-fast; The number of loading of 4-fast; The number of loading of 5-runway; The number of loading when fatigure failure of 6-hardened verge; The curve of fatigue of the hardened verge place material of 7-road; The curve of fatigue of the fast place material of 8-road; The curve of fatigue of the runway place material of 9-road.
Embodiment
Below in conjunction with accompanying drawing, the method for estimating bituminous concrete pavement residual life of the present invention is described in further detail.
Taking asphalt pavement structural layer thickness to be estimated and modulus as input parameter, adopt Bisar calculation procedure, calculate the tensile strain being subject at the bottom of asphalt concrete structure layer under the two circle of 100KN single shaft load actions.Carry out scene at runway, fast and three positions of hardened verge of bituminous pavement and get core.
Taking the strain that calculates as controlling index, carry out splitting fatigue test to drilling through the sample obtaining, obtain the splitting modulus of each position core and the relation curve of number of loading, typically fatigue experiment curve is as shown in Figure 1.In Fig. 1, the curve of fatigue 1 of hardened verge place sample can represent and not pass through Vehicle Load, there is no the curve of fatigue of the asphalt of fatigue damage; The curve of fatigue 2 of runway place sample is for repeatedly acting on through vehicular load on runway, at the fatigue of materials curve having experienced after larger fatigue damage; 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 on runway is often little compared with fast, and vehicular load is often greater than vehicle on fast, and therefore 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 Fig. 1, can carry out processing as shown in Figure 2, represent that with the reduction of splitting modulus road surface repeatedly acts on the fatigue of materials damage causing through vehicle, and be worth with modulus reduction the actual loading effect that corresponding number of loading reflects that each track has experienced.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 not stand through the hardened verge position of fatigue damage.And estimate respectively the remanent fatigue life of fast and runway according to formula (1) and formula (2).
In formula, N
c, s, N
c, xit is respectively the remanent fatigue life of fast and runway; N
ycorresponding fatigue lifetime during for the sample fatigure failure of hardened verge place; N
c, N
xrespectively the number of loading that fast and runway place sample have stood, respectively 4 and 5 in corresponding Fig. 2; N is being open to traffic the time after the bituminous pavement of estimating builds up.
Embodiment: the predictor method of remanent fatigue life before and after 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 in 4cm, 1 year half left and right (17.2 months) of being open to the traffic, there is larger area be full of cracks in road table.
In Bisar software, set up the computation model of above-mentioned pavement structure, and getting middle grain formula asphalt concrete modulus is 1800MPa, and coarse grain formula asphalt is 1200MPa, and 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) estimating of indoor splitting fatigue test and surface layer remanent fatigue life
At runway, fast and the hardened verge position of highway core boring sampling respectively, and carry out 1.02 × 10 in laboratory
-4splitting fatigue test under strain level, obtains the curve of fatigue in each track as shown in Figure 3.The remanent fatigue life that can calculate runway and fast according to formula (1) and formula (2) is respectively 8.4 months and 114.8 months.
Because runway only has the residual life of 8.4 months, therefore should consider it to carry out structural maintenance and renovation, to meet the requirement of vehicle pass-through.
Claims (5)
1. the method for estimating remaining life of asphalt pavement of freeway, is characterized in that comprising following steps:
Step 1: according to asphalt concrete pavement structure to be predicted, set up corresponding computation model in Bisar program, taking Laminate construction thickness and modulus as calculating parameter, calculate the tensile strain being subject at the bottom of the each structural sheet of bituminous pavement under standard load effect;
Step 2: the difference boring and coring of on-the-spot hardened verge, fast and runway to bituminous pavement; In laboratory, the right cylinder core in each track is controlled to the splitting fatigue test of strain, the strain level applying is the tensile strain that step 1 calculates;
Step 3: gather the relation curve of splitting modulus and number of loading in torture test process, more each track relation curve, and the traffic data of bound bitumen road surface since being open to the traffic, predict the remanent fatigue life in the each track of bituminous pavement:
In formula, N
c, s, N
c, xit is respectively the remanent fatigue life of fast and runway; N
ycorresponding fatigue lifetime 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 the bituminous pavement of estimating builds up.
2. method according to claim 1, is characterized in that: the standard load of described 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 described step 2 is emergency stopping lane only.
4. method according to claim 1, is characterized in that: the each track of boring and coring quantity of described step 2 can not be less than 10.
5. method according to claim 1, is characterized in that: the N of described step 3
cand N
xtaking with the modulus of hardened verge place core as benchmark, when fast and runway fatigue test of materials initial modulus reduce amplitude distinguish corresponding number of loading.
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| CN201110419455.3A CN102565312B (en) | 2011-12-14 | 2011-12-14 | Method for estimating remaining life of asphalt pavement of freeway |
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Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103323323B (en) * | 2013-05-21 | 2015-05-20 | 河海大学 | Establishing method of concrete breaking strength prediction model considering loading rate influence |
| 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 |
| CN105975711B (en) * | 2016-05-19 | 2019-03-22 | 河南省高远公路养护技术有限公司 | A kind of bituminous pavement lifetime estimation method based on material damage accumulation level |
| CN106526149B (en) * | 2016-11-22 | 2018-11-13 | 山西省交通科学研究院 | A kind of Pavement Condition prediction technique based on be open to traffic duration and the volume of traffic |
| CN109917117B (en) * | 2019-04-01 | 2020-05-22 | 同济大学 | Estimation method for residual life of active asphalt pavement |
| 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 |
| 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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| CN101592652A (en) * | 2008-07-04 | 2009-12-02 | 重庆交通大学 | Prediction method of fatigue lifetime of asphalt pavement in sticky areas |
| CN102072840A (en) * | 2010-12-21 | 2011-05-25 | 东南大学 | Method for testing shear fatigue of asphalt mixture |
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Patent Citations (5)
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| US4942768A (en) * | 1989-06-06 | 1990-07-24 | Mcrae John L | Paving material testing machine |
| CN101178340A (en) * | 2007-11-21 | 2008-05-14 | 长安大学 | Asphalt pavement reflection crack propagation analog experiment device |
| CN201196644Y (en) * | 2008-04-25 | 2009-02-18 | 长安大学 | Asphalt mixture low-temperature fatigue experiment apparatus |
| CN101592652A (en) * | 2008-07-04 | 2009-12-02 | 重庆交通大学 | Prediction method of fatigue lifetime of asphalt pavement in sticky areas |
| CN102072840A (en) * | 2010-12-21 | 2011-05-25 | 东南大学 | Method for testing shear fatigue of asphalt mixture |
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