CN110095352B - Method and device for testing interlayer performance of asphalt pavement - Google Patents
Method and device for testing interlayer performance of asphalt pavement Download PDFInfo
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- CN110095352B CN110095352B CN201910335110.6A CN201910335110A CN110095352B CN 110095352 B CN110095352 B CN 110095352B CN 201910335110 A CN201910335110 A CN 201910335110A CN 110095352 B CN110095352 B CN 110095352B
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Abstract
The invention relates to the technical field of road engineering, in particular to a method and a device for testing interlayer performance of an asphalt pavement, and aims to provide a method for accurately testing the interlayer performance of the asphalt pavement according to actual road conditions; the technical scheme is as follows: the method comprises the following steps: acquiring actual road conditions of a road section to be detected and a core sample of the road section to be detected; calculating a strength shearing angle according to road conditions, and carrying out interlaminar shear strength test on the core sample at the strength shearing angle to obtain interlaminar shear strength; calculating a layer fatigue shearing angle according to the road condition, and carrying out interlaminar shear fatigue life test on the core sample according to the fatigue shearing angle to obtain the interlaminar shear fatigue life; and integrating the interlayer shear strength and the interlayer shear fatigue life, and evaluating the interlayer performance. The invention can accurately test the interlayer performance of the asphalt pavement according to the actual road condition. The device provided by the invention has a simple structure, can adjust the shearing angle of the test, can perform oblique shearing test on laboratory core samples and actual road core samples, and has a wide application range.
Description
Technical Field
The invention relates to the technical field of road engineering, in particular to a method and a device for testing interlayer performance of an asphalt pavement.
Background
The quality of the interlayer combination of the asphalt pavement structural layers is one of important factors influencing the service life of the asphalt pavement, and particularly, the pavement structural layers can bear larger horizontal load in a large longitudinal slope section, a small radius section, a vehicle acceleration and deceleration area and the like of a road. After the load is repeatedly acted for a certain number of times, the fatigue damage between the structural layers of the pavement is easily caused, and a large number of diseases such as ruts, pushing, crowding, cracks and the like are formed when the fatigue damage is serious. In the construction process of the asphalt pavement, if the interlayer is improperly disposed, the early-stage diseases of the asphalt pavement can be caused, and the service life of the asphalt pavement is seriously shortened.
Scholars at home and abroad carry out a great deal of experimental research for researching the interlayer performance of the asphalt pavement, wherein the most important is an interlayer shear strength test and an interlayer shear fatigue test, and indexes such as the interlayer shear strength, the shear fatigue life and the like of the asphalt pavement are adopted to evaluate the interlayer performance. In actual construction, factors such as construction process, construction environment, construction tools, proficiency of constructors and service life of roads influence interlayer performance of the asphalt pavement and cause interlayer performance attenuation. Therefore, the test result of the interlayer performance of the formed asphalt pavement in the laboratory is only the performance under an ideal state, and cannot completely represent the interlayer performance of the actual road condition. On the other hand, the stress states of the asphalt pavement layers are different due to different actual road conditions, such as different road grades, large longitudinal slope road conditions, large traffic volume heavy load road conditions, tunnel entrance/exit braking or accelerating road conditions, small radius sharp bend road conditions and the like.
At present, researchers at home and abroad mainly divide three types into three types for researching the interlayer shear resistance of the asphalt pavement: direct, oblique and torsional. The direct shear mode does not consider that the compressive stress vertical to the interlayer interface strengthens the interlayer occlusion effect, so the direct shear mode can only be used for evaluating the 'bonding performance' of interlayer bonding oil and cannot be used for evaluating the interlayer comprehensive performance of the asphalt pavement. The shearing angle (the included angle between the action line of the experimental loading force and the interlayer interface) has no unified standard, such as adopting an angle of 45 degrees and a 27-degree oblique shearing test and the like; the shearing angle is fixed, which means that the stress state between layers is fixed when the oblique shearing test is carried out, and only one road condition can be reflected. The torsional shear applies a rotary shearing force through a torsion device, and the maximum shearing stress when the damage occurs is the maximum interlaminar shear strength; however, the instrument does not consider the influence of the compressive stress vertical to the interlayer interface on the interlayer performance, and can only be used for testing the interlayer bonding strength with poor performance. Therefore, the existing asphalt pavement interlayer performance test mode cannot accurately describe the asphalt pavement interlayer stress states under various different road conditions. There is therefore a need for a method for more accurately testing the interfacial properties of asphalt pavement.
Disclosure of Invention
Aiming at the technical problem that the existing asphalt pavement interlayer performance testing method cannot accurately describe stress states under different road conditions, the invention provides an asphalt pavement interlayer performance testing method and device, which can accurately test the asphalt pavement interlayer performance according to actual road conditions.
The invention is realized by the following technical scheme:
the method comprises the following steps:
acquiring actual road conditions of a road section to be detected and a core sample of the road section to be detected, wherein the actual road conditions of the road section to be detected comprise friction coefficients of a road surface of the road section to be detected and vehicle tires, vehicle driving acceleration, a road longitudinal slope, road surface temperature, design speed per hour, turning radius, vehicle driving axle weight and vehicle driving tire pressure;
calculating to obtain a strength shear angle according to the friction coefficient between the road surface of the road section to be tested and the vehicle tire and the road surface temperature, adjusting the overall temperature of the testing device and the sample to the temperature of the road surface of the road section to be tested before testing the interlayer shear strength, and testing the core sample by using the strength shear angle to obtain the interlayer shear strength;
obtaining a fatigue shearing angle by calculation according to the designed speed per hour, the turning radius, the road longitudinal slope and the driving acceleration of the road section to be tested, adjusting the overall temperature of a testing device and a sample to the road surface temperature of the road section to be tested before testing the interlayer shearing fatigue life, and testing the core sample by the fatigue shearing angle to obtain the interlayer shearing fatigue life;
and integrating the interlaminar shear strength and the interlaminar shear fatigue life data to evaluate the interlaminar performance.
The invention also provides a device for testing the interlayer structure performance of the asphalt pavement, which can adjust the shearing angle of the test according to the oblique shearing angle required by the test. Including the base, be located the biography power post directly over the base, be provided with shearing fixture between base and the biography power post, shearing fixture is used for the centre gripping sample, shearing fixture divide into two parts from top to bottom, it is circular-arc with the lower extreme to shear fixture upper end, the base upper end be equipped with the circular arc concave of shearing fixture lower extreme adaptation, biography power post lower extreme have with the circular arc concave of shearing fixture upper end adaptation.
Preferably, the lower part of the base is provided with a rolling piece capable of rolling left and right.
Preferably, the lower end of the base is provided with a bearing platform, the rolling part is positioned between the base and the bearing platform, the left end of the bearing platform is provided with a spring, one end of the spring is fixed at the left end of the bearing platform, and the other end of the spring is fixed on the left side wall of the base.
Preferably, the upper part and the lower part of the shearing clamp are centrosymmetric
Compared with the prior art, the invention has the following advantages and beneficial effects:
1. the invention can test the interlayer performance of the sample containing the interlayer interface according to the characteristics of the actual road condition. The interlaminar performance test is divided into a shear strength test and a shear fatigue test. Obtaining the shear strength of an interlayer interface through an interlayer shear strength test; and obtaining the load cycle times (fatigue life) of the interlayer interface through an interlayer shear fatigue test. The bonding condition between the pavement layers of the actual road is evaluated by using two indexes of the shear strength and the shear fatigue life, so that the performance of the road can be reflected more accurately.
2. The testing device provided by the invention can be adjusted according to the size of the shearing angle so as to be suitable for testing the interlayer structure performance of the asphalt pavement under different road conditions, can be used for testing the interlayer performance of the asphalt pavement under an ideal state formed in a laboratory, and has a simple structure; the interlayer performance test can also be carried out on the core drilling core sample of the actual road, and the actual interlayer performance of the road is evaluated by the method.
Drawings
The accompanying drawings, which are included to provide a further understanding of the embodiments of the invention and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the invention and together with the description serve to explain the principles of the invention. In the drawings:
FIG. 1 is a schematic flow chart of a testing method of the present invention;
FIG. 2 is a schematic diagram of the road surface friction coefficient of the road section actually measured by the present invention.
FIG. 3 is a schematic structural diagram of a testing apparatus according to the present invention;
FIG. 4 is a schematic perspective view of the angle shear fixture of the present invention;
FIG. 5 is a schematic view of a testing apparatus of the testing apparatus according to the present invention;
reference numbers and corresponding part names in the drawings:
1-base, 2-force transmission column, 3-shearing clamp, 4-rolling piece, 5-bearing platform and 6-spring.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is further described in detail below with reference to examples and accompanying drawings, and the exemplary embodiments and descriptions thereof are only used for explaining the present invention and are not meant to limit the present invention.
Examples
The embodiment is carried out by taking heavy-load traffic asphalt pavement engineering in certain city of the southeast coast as a support, and the specific test method comprises the following steps:
testing the actual road condition of the road section to be tested, including the friction coefficient mu between the road surface of the road section to be tested and the vehicle tire, and the vehicle running acceleration a1The road longitudinal slope alpha, the road surface temperature T, the design speed per hour V, the turning radius R, the vehicle driving axle weight G and the vehicle driving tire pressure P. The embodiment adopts a BM-III type pendulum friction coefficient tester to test the friction coefficient of the asphalt pavement of the road section to be tested at different temperatures. The road surface friction coefficient of the supported engineering road section obtained by actual measurement is shown in figure 2, and the rest road condition information is shown in table 1:
actual road condition questionnaire
| Design speed per hour V | Corner radius R | Road longitudinal slope alpha | Driving tire pressure P | Acceleration a1 of vehicle | Road surface temperature T |
| 80kM/h | 900m | 4°00′15″ | 0.7MPa | 2.1m/s2 | 15℃ |
TABLE 1
The shearing angle theta is an included angle between an action line of the loading force F and an interlayer interface when interlayer performance test is carried out; when interlayer performance test is carried out, an included angle is formed between an action line of a loading force F and an interlayer interface, and the loading force F is decomposed into: pressure perpendicular to the interlaminar interface, shear parallel to the interlaminar interface. In order to keep the stress state between layers in the test consistent with the stress state between layers of the actual road condition, the following conditions should be satisfied:
in the formula: F-Loading force (N) in interlaminar Performance testing
S-interfacial surface area between sample layers (m)2)
Theta-angle (°' ") between the line of action of the loading force F and the interface between the layers
It can be seen that any factor affecting the pressure and shear force applied to the asphalt pavement under actual road conditions affects the magnitude of the angle θ. Specifically, the method comprises the following steps:
coefficient of friction between road surface and vehicle tyre
When the vehicle is emergently braked, sliding friction occurs between the vehicle tyre and the asphalt pavement, and the shearing force parallel to the pavement, which is applied to the pavement, is the sliding friction force (the magnitude is mg mu) of the tyre on the pavement. The friction coefficient mu between the tire and the road surface determines the magnitude of the sliding friction force (mg mu), thereby influencing the value of theta. And the magnitude of μ is related to the temperature of the road surface in addition to the roughness of the road surface.
Driving acceleration-
When a vehicle is accelerated and decelerated, a running acceleration a is generated, and a thrust of the acceleration is derived from a static friction force between a road surface and a tire. The magnitude of this static friction is the thrust ma required for acceleration and deceleration of the vehicle, ignoring the running resistance. The larger the acceleration a is, the larger the static friction force between the tire and the road surface is, and the larger the shearing force parallel to the road surface caused by the vehicle tire on the road surface is, thereby affecting the value of θ.
③ longitudinal road slope
When the road longitudinal slope is α, the vehicle gravity decomposes a component force (magnitude of mgsin α) parallel to the road surface in the longitudinal slope direction, and the component force acts directly on the road surface as a shear force parallel to the road surface. The larger the longitudinal slope angle alpha is, the larger the component force of gravity is, the larger the shearing force parallel to the road surface is, and the value of theta is influenced. The method is also an important reason that interlayer diseases are easy to occur on the large-gradient pavement.
Speed per hour and turning radius of road design
When the vehicle runs on a curve, centripetal acceleration V can be generated2The road surface is required to provide centripetal force for the vehicle, and the centripetal force is required to be provided by static friction force of the road surface under the condition that the road cross slope is not ultrahigh. At this time, the vehicle tire causes a shearing force parallel to the road surface, and the larger the centripetal acceleration is, the larger the shearing force is, thereby affecting the value of θ.
Fifth vehicle type and tire pressure
The model and the tire pressure of vehicle have directly decided the pressure size of perpendicular to road surface to influence the value of theta, this embodiment uses heavy-duty car as an example, has also selected the worst road conditions promptly.
Then sampling the road section to be tested to obtain a plurality of test samples; the core drilling machine is generally used for core drilling and sampling the asphalt pavement of the road section, and a cylindrical core sample containing the interlayer interface between the upper surface layer and the middle surface layer is obtained. And cutting the core sample to ensure that the upper part and the lower part of the interlayer interface have 20-60 mm of asphalt mixture so as to ensure the integrity of the interlayer interface. The diameter of the cylinder is determined by the diameter of the core sample receiving cavity of the shearing fixture used, and the diameter of the cylinder is 150 mm.
Then calculating a strong shearing angle according to the obtained friction coefficient mu and road surface temperature T of the road surface and the vehicle tire of the road section to be detected; the value algorithm for the intensity shear angle θ is as follows:
in the formula: mu-the coefficient of friction between the road surface and the tyre corresponding to a temperature of 15 ℃.
It can be appreciated that the strength test is used to test the maximum shear stress that the interface between the layers can withstand. The method is used for evaluating whether the interlaminar interface can bear the shearing action on the pavement interlaminar when the vehicle emergently brakes. When the vehicle is emergently braked, the shearing stress generated between the road surface structural layer layers by the comprehensive action of the vehicle gravity and the sliding friction force is the largest; when the vehicle brakes on a road surface with a longitudinal road slope, the shearing force parallel to the road surface and the pressure perpendicular to the road surface can be known as follows:
in the formula: mu-coefficient of friction between tyre and road surface under braking condition
Alpha-road longitudinal slope angle (°')
Therefore, when the test of the shearing strength is carried out, the calculation can be carried out according to the friction coefficient of the vehicle tire and the road surface to be tested.
And when the interlaminar shear strength is tested, the obtained sample is placed in a testing device, and the temperature of the testing device and the sample is adjusted to the temperature of the road surface of the road section to be tested to test the interlaminar shear strength. The embodiment uses a UTM-100 dynamic servo hydraulic multifunctional material test system as loading force providing equipment; opening a UTM-100 power supply and a thermostat 1h in advance before an experiment, and adjusting the temperature of the thermostat to 15 ℃ (the actual temperature of a road section to be detected) to finish preheating; and (3) placing the core sample to be tested and the oblique shearing clamp into a thermostat to preheat for at least 1h, and ensuring that the temperature of the sample and the temperature of the device reach the preset temperature of 15 ℃.
Adjusting the angle theta of the oblique shearing clamp to enable the angle theta to be the same as the shearing angle of the strength, installing a displacement sensor (installed on the outer side of an interface between core sample layers), putting the whole device into a thermostat after the installation is finished, and maintaining for 30min to ensure that the internal and external temperatures of the device and the sample reach the preset temperature of 15 ℃. The UTM-100 instrument force bar is then adjusted so that the force bar makes light contact with the device loading position. Starting the press machine to apply load until obvious damage is generated between sample layers, stopping the press machine, and recording the maximum loading pressure Fmax33.443 kN. And in the whole loading process, maintaining the temperature of 15 ℃ in the incubator to be unchanged. Calculating the shear strength tau of the interlayer interface after loadingmaxThe calculation formula is as follows:
in the formula: fmaxMaximum loading pressure (N)
S-interfacial surface area between sample layers (m)2)
Theta-angle (°' ") between the line of action of the loading force and the interface between the layers
d-diameter of interface between sample layers (m)
At this time Fmax、τmaxThe maximum shearing force which can be borne by the road surface interlayer interface under the actual road condition under the environment with the temperature of 15 ℃ and the shearing strength of the interlayer interface are respectively obtained, namely the interlayer shearing strength is obtained.
Meanwhile, calculating a layer fatigue shearing angle according to the obtained design speed per hour, turning radius, road longitudinal slope and driving acceleration of the road section to be measured; wherein the fatigue shear angle θ has the following value:
in the formula: a-comprehensive acceleration of vehicle (m/s)2)
Alpha-road longitudinal slope (°')
Wherein the value of the integrated acceleration a needs to take into account the driving acceleration a1The value of the centripetal acceleration when the vehicle turns is solved according to the following formula:
in the formula: a is1-acceleration of vehicle (m/s)2)
R-corner radius (m)
V is the design speed per hour (m/s).
It should be understood that the shear fatigue test is used to test the fatigue life of the interlayer bond. During the running process of the vehicle, the vehicle is accelerated, decelerated and constantly changed at a constant speed, and the power for accelerating and decelerating the vehicle is actually provided by the friction force between the tire and the road surface. The interaction change of the acceleration in the running process of the vehicle and the cyclic reciprocating action of the vehicles with different axle weights enable the interlaminar interface of the road surface to be in a fatigue loading state, and the shearing fatigue damage is easy to cause. When the vehicle is accelerated or decelerated on a longitudinal slope road, the component force of gravity along the longitudinal slope needs to be overcome, and the shearing force parallel to the road surface and the pressure perpendicular to the road surface can be known as follows:
in the formula: alpha-road longitudinal slope angle (°')
g-acceleration of gravity (m/s)2)
a-acceleration of vehicle (m/s)2)
And when the interlaminar shear fatigue life test is carried out, the obtained sample is placed into a testing device, and the temperature of the testing device and the sample is adjusted to the temperature of the road surface of the road section to be tested to carry out the interlaminar shear fatigue life test. The embodiment uses a UTM-100 dynamic servo hydraulic multifunctional material test system as loading force providing equipment; opening a UTM-100 power supply and a thermostat 1h in advance before an experiment, and adjusting the temperature of the thermostat to 15 ℃ (the actual temperature of a road section to be detected) to finish preheating; and (3) placing the core sample to be tested and the oblique shearing clamp into a thermostat to preheat for at least 1h, and ensuring that the temperature of the sample and the temperature of the device reach the preset temperature of 15 ℃.
Adjusting the angle theta of the oblique shearing clamp to be the same as the fatigue shearing angle, installing a displacement sensor (installed on the outer side of the interface between the core sample layers), putting the whole device into a thermostat after the installation is finished, and maintaining for 30min to ensure that the internal and external temperatures of the device and the sample reach the preset temperature of 15 ℃. The UTM-100 equipment loading force parameter is set. The embodiment adopts a stress control method, the fatigue load requirement in the fatigue test is a periodic function of force changing along with time, and the waveform of the periodic function of the fatigue load is set to be a sagittal wave, the frequency is 10Hz, and the amplitude F is 14.18kN through a control system of the testing machine. Wherein the amplitude F is determined by the driving tire pressure P, and the calculation formula is as follows:
thus, can obtain
In the formula: s1Area of interface between sample layers (m)2)
P-driving tire pressure (Pa)
F-fatigue load amplitude (N)
And after the fatigue load parameters are set, adjusting the UTM-100 force application rod to enable the force application rod to lightly contact with the loading position of the device. Starting a testing machine to carry out a fatigue load test, taking the stiffness modulus under the action of the load cycle for 50 times as an initial stiffness modulus, taking the stiffness modulus reduced by 50% as fatigue failure, stopping the test after the interlayer interface of the test sample is completely subjected to the fatigue failure, and recording the fatigue load cycle loading times N as 13416 times (namely obtaining the interlayer shear fatigue life) when the fatigue failure is carried out. The temperature in the incubator was kept constant at 15 ℃ throughout the test.
The data obtained by the interlaminar shear strength test and the interlaminar shear fatigue life test, i.e. the interlaminar shear strength τmaxAnd interlaminar shear fatigue life N to evaluate the performance of the road. Tau ismaxThe larger the value is, the better the shearing resistance of the interface between the road surface layers under the actual road condition is, and the better the performance of bearing the emergency braking operation of the vehicle is. The fatigue life N reflects the number of times of load cycle that the interlayer interfaces of the upper and lower layers of the asphalt pavement can bear under the actual road condition. The larger the fatigue life N is, the more the times of load action that the interlaminar interface can bear are, and the better the shear fatigue resistance of the interlaminar interface is. The data obtained actually is reported as the performance between the asphalt pavement layers.
In addition, the method is also suitable for sample pieces prepared in a laboratory, data support is provided for construction design of an actual road section, and the step S2 is only replaced by the step of preparing a core sample in the laboratory during operation.
In order to meet the installation of different shearing angles theta, the embodiment also provides a device for testing the performance between asphalt pavement layers, which comprises a base 1 and a force transmission column 2 positioned right above the base 1, and it can be understood that when the device is used, the base is installed on a workbench of a press machine, the upper end of the force transmission column 2 is fixedly connected with the pressure output end of the press machine and is just opposite to the base 1. Be provided with shearing jig 3 between base 1 and the dowel steel 2, shearing jig 3 is used for the centre gripping sample to divide into about two parts, upper end and lower extreme and is circular-arcly, 1 upper end of base be equipped with the circular arc concave of shearing jig 3 lower extreme adaptations, 2 lower extremes of dowel steel have with the circular arc concave of shearing jig 3 upper end adaptations to transmit the loading power of press output for shearing jig 3. The side surface of the shearing jig 3 has a circular arc curved surface, and the radius of curvature of the circular arc curved surface is set to 120mm in accordance with the size of the actual core sample and the range of the adjustment angle. The loading force of the press machine can be uniformly transmitted to the shearing clamp 3 through the arc curved surface, and the shearing clamp 3 can be prevented from rotating when stressed. Therefore, the upper and lower parts of the shearing jig 3 can be assembled into a circular shape with an outer diameter of 240mmThereby make and to place on base 1 after the installation of shearing anchor clamps 3 is accomplished to place on base 1 with different contained angles (being less than 90 °), with arbitrary angle of adjustment, satisfy the oblique shear test of different shearing angles. While the inside of the shearing gripper 3 has a cylindrical clearance for storage, for this embodiment the diameter of the cylindrical cavity is
The height is 120 mm; if the core sample is less than 120mm in height during the test, corresponding cushion blocks are arranged at the end parts of the core sample to ensure that the interlayer cross section is positioned in a middle gap between the upper part and the lower part of the shearing clamp 3.
Further, a rolling member 4 capable of rolling left and right is arranged at the lower part of the base 1. The base 1 can move horizontally, and the situation that redundant restraint is applied to the shearing clamp to influence a test result is avoided. The rolling member 4 may be a roller, a solid cylinder, or the like, and is preferably a roller, and a plurality of rollers are provided at intervals, in order to ensure that sufficient supporting force is provided without being damaged during the test.
More preferably, the lower end of the base 1 is provided with a bearing platform 5, the rolling member 4 is positioned between the base 1 and the bearing platform 5, the left end of the bearing platform 5 is provided with a spring 6, one end of the spring 6 is fixed at the left end of the bearing platform 5, and the other end of the spring is fixed at the left side wall of the base 1. The inertial slippage of the base 1 can be prevented, and the stable test can be ensured. The spring 6 can also be arranged at the right end of the bearing platform 5, and the other end of the corresponding spring 6 is fixed at the right end of the base 1. The end of the platform 5 may be provided with a protrusion for fixing the spring 6 and blocking the base 1, or may be provided with a baffle, which is preferred in this embodiment. The upper part and the lower part of the shearing clamp 3 are centrosymmetric, so that the shearing clamp 3 and a core sample can be conveniently and rapidly installed, and the center of the core sample can be ensured to be positioned on the action line of a loading force.
The above-mentioned embodiments are intended to illustrate the objects, technical solutions and advantages of the present invention in further detail, and it should be understood that the above-mentioned embodiments are merely exemplary embodiments of the present invention, and are not intended to limit the scope of the present invention, and any modifications, equivalent substitutions, improvements and the like made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (7)
1. The method for testing the interlayer performance of the asphalt pavement is characterized by comprising the following steps of:
acquiring actual road conditions of a road section to be detected and a core sample of the road section to be detected, wherein the actual road conditions of the road section to be detected comprise friction coefficients between a road surface of the road section to be detected and vehicle tires, vehicle driving acceleration, road longitudinal slope angle, road surface temperature, design speed per hour, turning radius, vehicle driving axle weight and vehicle driving tire pressure;
calculating the intensity shearing angle according to the friction coefficient between the road surface of the road section to be measured and the vehicle tire,
wherein
In order to have a strong shear angle,
for the friction coefficient between the road surface of the road section to be measured and the vehicle tyre under the specific road surface temperature,
carrying out interlaminar shear strength test on the core sample at a strength shear angle to obtain interlaminar shear strength;
calculating fatigue shearing angle according to the designed speed per hour, turning radius, road longitudinal slope angle and driving acceleration of the road section to be measured,
wherein
Fatigue shear angle, g gravity acceleration, a comprehensive acceleration of the vehicleThe degree of the magnetic field is measured,
the method is characterized in that the method for calculating the comprehensive acceleration a of the travelling crane is as follows:
wherein, a1The driving acceleration is adopted, R is the turning radius, and V is the designed speed per hour of the road section to be measured; and the core sample is subjected to interlaminar shear fatigue life test at a fatigue shear angle to obtain interlaminar shear fatigue life,
and integrating the interlayer shear strength and the interlayer shear fatigue life, and evaluating the interlayer performance.
2. The method for testing the interlaminar performance of the asphalt pavement according to claim 1, characterized in that: before the interlayer shear strength test is carried out, the overall temperature of the test device and the sample is adjusted to the road surface temperature of the road section to be tested, and then the test is carried out.
3. The method for testing the interlaminar performance of the asphalt pavement according to claim 1, characterized in that: before the interlaminar shear fatigue life test is carried out, the overall temperature of the test device and the sample is adjusted to the road surface temperature of the road section to be tested, and then the test is carried out.
4. The method for testing the interlaminar performance of an asphalt pavement according to any one of claims 1 to 3, characterized in that: the testing method is based on an asphalt pavement interlayer performance testing device, the testing device comprises a base (1) and a force transmission column (2) located right above the base (1), the force transmission column (2) is used for being connected with an output end of a press machine to transmit loading force, a shearing clamp (3) is arranged between the base (1) and the force transmission column (2), the shearing clamp (3) is used for clamping a sample, the shearing clamp (3) is divided into an upper part and a lower part, the upper end and the lower end of the shearing clamp (3) are arc-shaped, an arc notch matched with the lower end of the shearing clamp (3) is formed in the upper end of the base (1), and an arc notch matched with the upper end of the shearing clamp (3) is formed in the lower end of the force transmission column (2).
5. The method for testing the interlaminar performance of the asphalt pavement according to claim 4, characterized in that: the lower part of the base (1) is provided with a rolling piece (4) capable of rolling left and right.
6. The method for testing the interlaminar performance of the asphalt pavement according to claim 5, characterized in that: the rolling device is characterized in that a bearing platform (5) is arranged at the lower end of the base (1), the rolling piece (4) is located between the base (1) and the bearing platform (5), a spring (6) is arranged at the left end of the bearing platform (5), and one end of the spring (6) is fixed at the left end of the bearing platform (5) and one end of the spring is fixed on the left side wall of the base (1).
7. The method for testing the interlaminar performance of the asphalt pavement according to claim 5, characterized in that: the upper part and the lower part of the shearing clamp (3) are centrosymmetric.
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| CN114235542B (en) * | 2021-12-24 | 2024-04-02 | 扬州大学 | Tensile and shearing test method for porous plate belt of fiber reinforced asphalt cement |
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| CN101620054B (en) * | 2009-07-03 | 2011-04-27 | 张磊 | Pavement structure and testing device for bridge deck pavement bonding interface shearing-resistance characteristic |
| CN201477012U (en) * | 2009-08-14 | 2010-05-19 | 阳建红 | Clamping apparatus for variable-angle shear test |
| CN101718662B (en) * | 2010-01-20 | 2011-12-07 | 重庆大学 | Experimental device of comprehensive stressing performance of material shearing force and pressure |
| CN102494961A (en) * | 2011-11-14 | 2012-06-13 | 长沙理工大学 | Asphalt surface layer structure anti-rutting performance evaluation method |
| CN102519808B (en) * | 2011-12-26 | 2013-12-11 | 长沙理工大学 | Device and method for testing interlayer shear fatigue of composite asphalt pavement |
| CN102830016B (en) * | 2012-08-27 | 2014-10-08 | 西安科技大学 | Testing method of shear strength and shear fatigue of pavement material and testing device of such method |
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| CN204286951U (en) * | 2014-07-13 | 2015-04-22 | 西北农林科技大学 | A kind of concrete shear test instrument |
| CN204255780U (en) * | 2014-12-04 | 2015-04-08 | 长安大学 | A kind of shearing inclination type variable boxshear apparatus |
| CN204679402U (en) * | 2015-05-28 | 2015-09-30 | 长沙理工大学 | A kind of Interlaminar shear strengths test unit becoming to shear arbitrarily angle with surface level |
| CN105241761B (en) * | 2015-11-18 | 2018-03-02 | 北京市政路桥建材集团有限公司 | A kind of evaluation method of bituminous paving interlayer adhesion strength and durability |
| CN105510154A (en) * | 2016-01-01 | 2016-04-20 | 三峡大学 | Device for measuring shearing strength index of rock-soil specimen and measuring method |
| CN106066287A (en) * | 2016-05-24 | 2016-11-02 | 中国航空工业集团公司北京航空材料研究院 | The decision method of titanium alloy fatigue crack growth rate curve Paris district turning point |
| CN206671165U (en) * | 2017-03-30 | 2017-11-24 | 华中科技大学 | A kind of more shearing inclination interlaminar bonding performance test devices |
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