CN111999188B - Asphalt mortar multiple stress creep testing method based on different driving behavior combinations of road intersection - Google Patents

Asphalt mortar multiple stress creep testing method based on different driving behavior combinations of road intersection Download PDF

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CN111999188B
CN111999188B CN202010845402.7A CN202010845402A CN111999188B CN 111999188 B CN111999188 B CN 111999188B CN 202010845402 A CN202010845402 A CN 202010845402A CN 111999188 B CN111999188 B CN 111999188B
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loading
driving behavior
speed
vehicle
asphalt mortar
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CN111999188A (en
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陈星宇
蒋继望
陈�胜
陈辉
祁红
梅鸽福
王荭杰
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Huai'an Boyan Civil Engineering Science Research Institute Co ltd
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N3/00—Investigating strength properties of solid materials by application of mechanical stress
    • G01N3/24—Investigating strength properties of solid materials by application of mechanical stress by applying steady shearing forces
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0125—Traffic data processing
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/015—Detecting movement of traffic to be counted or controlled with provision for distinguishing between two or more types of vehicles, e.g. between motor-cars and cycles
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/052—Detecting movement of traffic to be counted or controlled with provision for determining speed or overspeed
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/065—Traffic control systems for road vehicles by counting the vehicles in a section of the road or in a parking area, i.e. comparing incoming count with outgoing count
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N2203/00—Investigating strength properties of solid materials by application of mechanical stress
    • G01N2203/0014—Type of force applied
    • G01N2203/0025—Shearing
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N2203/00—Investigating strength properties of solid materials by application of mechanical stress
    • G01N2203/0058—Kind of property studied
    • G01N2203/0069—Fatigue, creep, strain-stress relations or elastic constants
    • G01N2203/0071—Creep
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
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    • G01N2203/0222—Temperature
    • G01N2203/0226—High temperature; Heating means
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N2203/00—Investigating strength properties of solid materials by application of mechanical stress
    • G01N2203/02—Details not specific for a particular testing method
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N2203/00—Investigating strength properties of solid materials by application of mechanical stress
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Abstract

The invention discloses an asphalt mortar multiple stress creep testing method based on different driving behavior combinations of a road intersection, which comprises the following steps of: the method comprises the following steps: acquiring traffic information of a road intersection to be detected, wherein the traffic information comprises the speed of passing vehicles, the distance between heads and the traffic volume; step two: determining the category, weight and loading mode of the driving behavior; step three: calculating the length of a loading period of different driving behaviors in the test; step four: a multiple stress creep test of the asphalt mortar was performed. The method fully considers the stress characteristics of the asphalt mortar in the actual road intersection, deduces the indoor loading modes corresponding to different driving behaviors by using the vehicle speed and the vehicle head distance data of the actual road intersection, and can accurately simulate the high-temperature creep characteristic of the asphalt mortar under the multi-stress creep test through the combination of the different driving behaviors.

Description

Asphalt mortar multiple stress creep testing method based on different driving behavior combinations of road intersection
Technical Field
The invention particularly relates to an asphalt mortar multiple stress creep testing method based on different driving behavior combinations of a road intersection, and belongs to the technical field of road engineering.
Background
At present, though more researches are made on the rutting problem of the asphalt pavement at home and abroad, the researches are mostly concentrated on the aspects of test conditions, material compositions, load characteristics, environmental factors and the like, and the researches on special evaluation and prevention and treatment of the severe condition of the rutting of the pavement at a road intersection are not common. At present, common indoor test methods for evaluating the high-temperature stability of the asphalt pavement comprise a dynamic stability test, a dynamic creep test, a hamburger rut test and the like, but the test methods have single loading mode and cannot represent special load characteristics of a road intersection, including low vehicle speed, vehicle acceleration and deceleration, serious traffic channeling and the like. Meanwhile, at the present stage, more test methods are used for evaluating the high-temperature stability of the asphalt mixture and the asphalt cement, but the research on the indoor evaluation method of the high-temperature stability of the asphalt mortar is less.
Disclosure of Invention
The invention aims to solve the problems that a test method for the high-temperature stability of asphalt mortar at a road intersection is weaker in relevance with an actual road condition, the actual condition is difficult to reflect, and accurate data support is provided for the design of an asphalt pavement at the road intersection in the prior art, and provides an asphalt mortar multiple stress creep test method based on different driving behavior combinations of the road intersection.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows:
a method for testing asphalt mortar multiple stress creep based on different driving behavior combinations at a road intersection comprises the following steps:
the method comprises the following steps: acquiring traffic information of a road intersection to be detected, wherein the traffic information comprises the speed of passing vehicles, the distance between heads and the traffic volume;
step two: determining the category, weight and loading mode of the driving behavior according to the vehicle speed and the vehicle head distance information obtained in the step one;
step three: calculating the loading cycle lengths of different driving behaviors according to the weight data of different driving behaviors in the step two;
step four: and (4) carrying out a multiple stress creep test on the asphalt mortar according to the loading cycle length of each driving behavior obtained in the third step to obtain a multiple stress creep curve of the asphalt mortar.
In the second step, the method for determining the category, weight and loading mode of the driving behavior according to the vehicle speed and the vehicle head distance information acquired in the first step comprises the following steps:
1) selecting the speed and the head space data of all vehicles passing through the cross section of the road intersection for three consecutive days, wherein the speed limit V of the road section ismIf the vehicle speed data range is 0-Vm(ii) a The distance data of the vehicle heads is the distance between each vehicle passing through the section and the next vehicle behind the vehicle;
2) from 0 to VmThe vehicle speed is evenly divided into 4 representative vehicle speed intervals: 0 to 10% Vm、10％Vm～40％Vm、40％Vm～70％VmAnd 70% Vm～VmThe corresponding driving behavior categories are as follows: braking slow running, low-speed running, speed reduction running and constant-speed running; the median values of 4 representative vehicle speed intervals are respectively 5% V of the representative vehicle speedm,25％Vm,55％Vm,85％VmAnd taking the average value of the locomotive interval data corresponding to all passing vehicles in each section as a representative value d of the locomotive interval1,d2,d3,d4；
3) Converting 4 representative vehicle speeds into corresponding single-cycle loading times t1、t2、t3、t4The conversion formula is:
Figure BDA0002642882130000021
(i ═ 1,2,3,4) in which t isiR and ViRespectively representing the loading time (unit: s) of the ith driving behavior, the tire contact area equivalent circle radius and the representative vehicle speed (unit: m/s) of the ith driving behavior; reference may be made to table 1:
TABLE 1 vehicle speed and Single cycle load time conversion Table
Vehicle speed (km/h) 60 50 40 30 20 10 5 2
Loading time(s) 0.11 0.13 0.16 0.22 0.32 0.65 1.30 3.24
Converting the 4 locomotive head space representative values into corresponding single-cycle unloading time t'1、t'2、t'3、t'4The conversion formula is:
Figure BDA0002642882130000022
(i ═ 1,2,3,4) in which t isi’,diAnd ViUnloading time (unit: s) of the ith driving behavior respectively represents the distance between the vehicle heads (unit: m) and the vehicle speed (unit: m/s);
calculating the proportion of the number of vehicles in four representative vehicle speed intervals according to the vehicle speed statistical data, and determining the action times weight of the four representative vehicle speeds as A1:A2:A3:A4。
In the method, the vehicle speed and the vehicle head distance are counted, and the multiple stress creep test is the existing mature technology, however, the setting conditions of the multiple stress creep test in the prior art are separated from the actual load characteristic state of the road intersection, so that the test result can not truly reflect the road condition. The method applies different driving behavior characteristics borne by an actual road intersection to an indoor test, utilizes the video monitoring data of the road intersection to accurately and specifically count the vehicle speed and the vehicle head distance passing through the cross section of the intersection, fully considers the stress characteristics of the asphalt mortar in the actual road intersection, and utilizes the combination of the actual driving behaviors of the road intersection to bring into a multi-stress creep test to evaluate the high-temperature stability of the asphalt mortar at the position of the road intersection, so that the test result obtained by the method has the effects of high authenticity, strong pertinence and good real-time property, and is stable and reliable.
Further, in step two, when t 'is calculated'1、t'2、t'3、t'4If the time is less than or equal to 2s, the unloading time is determined as a calculated value; and when calculating t'1、t'2、t'3、t'4If it is greater than 2s, the unloading time is determined to be 2 s. The advantage of this value is to avoid the unloading time course, thus make the test load time course, difficult to implement; meanwhile, the unloading time is 2s, which is enough for the asphalt mortar to carry out the creep strain recovery process, and the creep characteristic analysis is not influenced.
Further, in step three, the method for calculating the loading cycle lengths of different driving behaviors comprises the following steps:
(1) determining a loading sequence, and sequencing the four selected driving behaviors from small to large according to the single-cycle loading time, namely t1＜t2＜t3＜t4Then the loading order in one large cycle is determined as: t is t2→t4→t3→t1；
(2) The weights of the four driving behaviors are ranked, wherein the smallest is AminSetting AminThe corresponding loading times are 10 times, and the action times X of each driving behavior are determined according to the specific weight proportion of the driving behavior1、X2、X3、X4The conversion formula is:
Figure BDA0002642882130000031
(i ═ 1,2,3,4), where X isiAnd AiRespectively representing the action times and the weight of the ith driving behavior;
(3) determining the total period length L of the combined action of the plurality of driving behaviors, and calculating according to the following formula:
L＝X1+X2+X3+X4
wherein: x1、X2、X3、X4The action times of the driving behaviors 1,2,3 and 4 are respectively.
Preferably, when X1、X2、X3And X4If any of the values exceeds 100 times, the loading is performed according to 100 times. The advantage of taking value like this is that guarantee that the multiple stress creep test of asphalt mortar can be accomplished in a short time and obtain sufficient test data simultaneously and be used for creep characteristic analysis.
In the fourth step, the multiple stress creep test of the asphalt mortar is carried out in a DSR asphalt shear rheometer by the following method:
a. and (3) molding a test piece: the method is mainly characterized in that a cylindrical mortar test piece with the maximum grain size of less than 4.75mm is formed by a rotary compaction forming method according to the requirement of the test, the height of the test piece is 50mm, and the diameter of the test piece is 100 mm. Then, a mortar cylindrical test piece with the height of 30 +/-5 mm and the diameter of 10 +/-2 mm is obtained through operations of core rotation, cutting and the like, the upper surface and the lower surface of the test piece are ensured to be parallel to each other, and meanwhile, the diameter length is more than 2.5 times of the maximum particle size. And finally, manufacturing and forming the cylindrical asphalt mortar test piece based on the multiple stress creep test of different driving behavior combinations of the urban road intersection.
b. Multiple stress creep test: selecting 3-4 parallel test pieces, heating the test pieces to 58 ℃ and preserving heat to make the internal temperature of the test pieces uniform, and setting stress loading weightThe complex times are L, and the loading time sequence of the four loading modes is t2→t4→t3→t1Respective unload time sequence is t'2→t′4→t′3→t′1The action frequency of each loading mode is X2、X4、X3And X1The load waveform is a half sine wave, the load peak value is 6.4KPa, and the multiple stress loading parameters under different driving behavior combination modes are shown in a table 2:
TABLE 2 multiple stress loading parameter Table under different driving behavior combination modes
Driving behavior Low speed running Traveling at constant speed Deceleration running Brake slow running
Loading time(s) t2 t4 t3 t1
Unloading time(s) t'2 t'4 t'3 t'1
Stress level (KPa) 6.4 6.4 6.4 6.4
Number of actions X2 X4 X3 X1
And recording a curve of the shear strain of the asphalt mortar along with the change of time in the test process, wherein the test termination condition is that the loading frequency reaches L or the asphalt mortar is subjected to shear failure. The test temperature and the loading stress level can be selected according to the test purpose by the local climate condition. When the method is used for evaluating the high-temperature creep characteristics of the asphalt mortar under different driving behavior combinations at a road intersection, the test temperature is preferably 58 +/-0.5 ℃ and the loading stress level is preferably 6.4 KPa.
The invention has the beneficial effects that: the invention provides an asphalt mortar multiple stress creep testing method based on different driving behavior combinations of an urban road intersection, which can obtain a creep curve of an asphalt mortar multiple stress test based on different driving behavior combinations, and can obtain elastic recovery rate, unrecoverable compliance, accumulated strain and sensitivity indexes of the asphalt mortar to the same driving behavior under different driving behaviors through deep analysis. Compared with the prior art, the test method provided by the invention fully considers the stress characteristics of the asphalt mortar in the actual road intersection, deduces the indoor loading modes corresponding to different driving behaviors by utilizing the vehicle speed and the vehicle head distance data of the actual road intersection, and can accurately simulate the high-temperature creep characteristic of the asphalt mortar under the multi-stress creep test through the combination of the different driving behaviors. The test method is simple and easy to implement, the test conditions are reasonably controlled, and the test result is stable and reliable. The test method is beneficial to the research on the high-temperature creep mechanism of the asphalt mortar, so as to guide the design of the asphalt pavement structure and material of the road intersection, and has practical significance for solving the rutting problem of the road intersection.
Drawings
FIG. 1 is a flow chart of a method for testing asphalt mortar multiple stress creep based on different driving behavior combinations at a road intersection;
FIG. 2 is a graph showing the multi-stress creep curve of the asphalt mortar of example 1.
Detailed Description
The technical solution of the present invention is further explained with reference to the accompanying drawings and specific embodiments.
Example 1
And selecting a representative main road of a certain city for investigation, and limiting the speed to 60 km/h.
As shown in fig. 1, a method for testing asphalt mortar multiple stress creep based on different driving behavior combinations at a road intersection comprises the following steps:
the method comprises the following steps: acquiring traffic information of a road intersection to be detected, wherein the traffic information comprises the speed of passing vehicles, the distance between heads and the traffic volume;
when traffic volume is counted, different vehicle types need to be converted according to the standard vehicle conversion in the table 3; the statistical information of the traffic composition of the section of a certain intersection is shown in table 4, and comprises the speed, the traffic volume and the distance between heads.
TABLE 3 conversion factor for standard vehicle
Vehicle model Car with wheels Passenger and goods in middle schoolVehicle with wheels Bus, lorry
Conversion factor 1.0 1.6 2.0
TABLE 4 statistical results of traffic information at intersections
Driving behavior Brake slow running Low speed running Deceleration running Traveling at constant speed
Vehicle speed range 0-6km/h 6-24km/h 24-42km/h 42-60km/h
Traffic volume 5744 2839 1333 921
Mean value of vehicle head interval 3.2 4.5 11.3 26.5
Step two: determining the category, weight and loading mode of the driving behavior according to the vehicle speed and the vehicle head distance information acquired in the first step, wherein the method comprises the following steps:
1) selecting the speed and the head space data of all vehicles passing through the cross section of the road intersection for three consecutive days, and limiting the speed of the road section by 60km/h (V)m) If so, the vehicle speed data range is 0-60 km/h; the distance data of the vehicle heads is the distance between each vehicle passing through the section and the next vehicle behind the vehicle;
2) uniformly dividing 0-60 km/h into 4 representative vehicle speed intervals: 0-6 km/h, 6-24 km/h, 24-42 km/h and 42-60 km/h, wherein the corresponding driving behaviors are in the following categories: slow braking, low speed, reduced speed and normal speed, see table 4; the median values of 4 representative vehicle speed intervals are respectively representative vehicle speeds of 3km/h, 15km/h, 34km/h and 51km/h, and the average value of the corresponding vehicle head distance data of all passing vehicles in each interval is a representative value d of the vehicle head distance1,d2,d3,d4I.e. 3.2m,4.5m,11.3m and 26.5m, respectively;
3) converting 4 representative vehicle speeds into corresponding single-cycle loading times t1、t2、t3、t4The conversion formula is:
Figure BDA0002642882130000061
(i ═ 1,2,3,4) in which t isiR and ViRespectively representing the loading time (unit: s) of the ith driving behavior, the tire contact area equivalent circle radius and the representative vehicle speed (unit: m/s) of the ith driving behavior; the tire contact area equivalent circle radius (recommended value is 0.15m) and the representative vehicle speed of the i-th driving behavior (unit: m/s) are converted into the results shown in table 5;
converting the four locomotive head space representative values into corresponding single-cycle unloading time t'1、t'2、t'3、t'4The conversion formula is:
Figure BDA0002642882130000062
(i ═ 1,2,3,4) in which t isi’,diAnd ViThe unloading time (unit: s), the representative headway distance (unit: m) and the representative vehicle speed (unit: m/s) of the ith driving behavior are respectively, and the conversion result is shown in the table 5; due to calculated t'1Greater than 2s, thus final t'1Determined as 2 s. Calculating the traffic volume proportion of four representative vehicle speed intervals according to the vehicle speed statistical data, and determining the action times weight of the four representative vehicle speeds as A1:A2:A3:A4As shown in table 5. Wherein A is1Weight for braking slow-driving behavior, A2Weight of driving behavior for low-speed driving, A3Weight of driving behavior for deceleration, A4Is the weight of the driving behavior of constant speed.
TABLE 5 Single-Loop Loading mode parameter summary Table
Driving behavior Brake slow running Low speed running Deceleration running Traveling at constant speed
Loading time(s) 2.16 0.43 0.19 0.13
Unloading time(s) 2 0.77 0.90 1.87
Weight of 53.0％ 26.2％ 12.3％ 8.5％
Step three: calculating the loading cycle lengths of different driving behaviors according to the weight data of different driving behaviors in the step two, and the method comprises the following steps:
(1) determining a loading sequence, sequencing the four selected driving behaviors from small to large according to the single-cycle loading time, and then determining that the loading sequence is low-speed driving → normal-speed driving → deceleration driving → braking and slowing (t)2→t4→t3→t1)。
(2) The weights of the four driving behaviors are ranked, wherein the smallest is AminThen, the example of this case is always AminEqual to 8.50%. Setting AminThe corresponding loading times are 10 times, and the action times X of each driving behavior are determined according to the specific weight proportion of the driving behavior1、X2、X3、X4The conversion formula is:
Figure BDA0002642882130000071
(i ═ 1,2,3,4), where X isiAnd AiRespectively representing the action times and the weight of the ith driving behavior; the calculation result is X1＝62，X2＝31，X3＝14，X410. Since the action times of each driving behavior calculated in the present example are all less than 100, the final results are all the calculated action times.
(3) Determining the total period length L of the combined action of the plurality of driving behaviors, and calculating according to the following formula:
L＝X1+X2+X3+X4
wherein: x1、X2、X3、X4The action times of the driving behaviors 1,2,3 and 4 are respectively; for this case, L62 +31+14+10 117 times.
Step four: and (3) carrying out a multiple stress creep test on the asphalt mortar by adopting a DSR asphalt shear rheometer according to the loading cycle length of each driving behavior obtained in the step three:
a. test piece forming
A cylindrical mortar test piece with the maximum particle size of 2.36mm is formed by a rotary compaction forming method, the height of the test piece is 50mm, and the diameter of the test piece is 100 mm. Then, a mortar cylindrical test piece with the height of 30mm and the diameter of 10mm is obtained through operations of core rotating, cutting and the like, the upper surface and the lower surface of the test piece are ensured to be parallel to each other, meanwhile, the diameter length is more than 2.5 times of the maximum particle size, and 3 parallel test pieces are prepared.
b. Multiple stress creep test
Heating the test piece to 58 ℃ and preserving heat to make the internal temperature of the test piece uniform, setting the repeated times of stress loading to be 117 times, and setting the loading time sequence of four loading modes to be t2→t4→t3→t1Respective unload time sequence is t'2→t'4→t'3→t'1The action frequency of each loading mode is X2、X4、X3And X1The load waveform is a half sine wave, the load peak is 6.4KPa, and the loading process is shown in table 6. The test procedure records the shear strain versus time profile of the asphalt mortar. The test termination condition is that the loading times reach 117 times or the asphalt mortar is subjected to shear failure.
TABLE 6 examples of loading regimes for multiple stress creep tests
Driving behavior Low speed running Traveling at constant speed Deceleration running Brake slow running
Loading time(s) 0.43 0.13 0.19 2.16
Unloading time(s) 0.77 1.87 0.9 2
Stress level (KPa) 6.4 6.4 6.4 6.4
Number of actions 31 10 14 62
According to the test results recorded by the recorder, a creep curve of the asphalt mortar multiple stress creep test method based on different driving behavior combinations of the urban road intersection can be obtained, fig. 2 is the creep curve of the asphalt mortar under four driving behavior combinations in the embodiment 1, and the creep parameters such as strain rate, accumulated strain amount and the like of the asphalt mortar under different driving behaviors can be obtained through deep analysis. The method can obtain the creep parameters under four different driving behavior conditions in one test process, is used for evaluating the high-temperature stability of the asphalt mortar under the corresponding actual traffic condition of the intersection, and has the advantages that the test conditions are more in line with the traffic load state of the intersection site, and the result is more targeted and accurate.
The test method can be applied to the research on the high-temperature creep mechanism of the asphalt mortar, so as to guide the design of the pavement structure and materials of the asphalt pavement intersection, and has a guiding significance for evaluating and predicting the high-temperature track disease of the asphalt pavement intersection.

Claims (3)

1. A method for testing asphalt mortar multiple stress creep based on different driving behavior combinations at a road intersection is characterized by comprising the following steps:
the method comprises the following steps: acquiring traffic information of a road intersection to be detected, wherein the traffic information comprises the speed of passing vehicles, the distance between heads and the traffic volume;
step two: determining the category, weight and loading mode of the driving behavior according to the vehicle speed and the vehicle head distance information obtained in the step one;
step three: calculating the loading cycle lengths of different driving behaviors according to the weight data of different driving behaviors in the step two;
step four: performing a multiple stress creep test on the asphalt mortar according to the loading period length of each driving behavior obtained in the third step to obtain a multiple stress creep curve of the asphalt mortar;
in the second step, the method for determining the category, weight and loading mode of the driving behavior according to the vehicle speed and the vehicle head distance information acquired in the first step comprises the following steps:
1) selecting the speed and the head distance data of all vehicles passing through the cross section of the road intersection for three consecutive days, and limiting the speed V of the road sectionmIf the vehicle speed data range is 0-Vm(ii) a The distance data of the vehicle heads is the distance between each vehicle passing through the section and the next vehicle behind the vehicle;
2) from 0 to VmThe vehicle speed is evenly divided into 4 representative vehicle speed intervals: 0 to 10% Vm、10％Vm～40％Vm、40％Vm～70％VmAnd 70% Vm～VmThe corresponding driving behavior categories are as follows: braking slow running, low-speed running, speed reduction running and constant-speed running; the median values of 4 representative vehicle speed intervals are respectively 5% V of the representative vehicle speedm,25％Vm,55％Vm,85％VmAnd taking the average value of the locomotive interval data corresponding to all passing vehicles in each section as a representative value d of the locomotive interval1,d2,d3,d4；
3) Converting 4 representative vehicle speeds into corresponding single-cycle loading times t1、t2、t3、t4The conversion formula is:
Figure FDA0002969755360000013
(i ═ 1,2,3,4) in which t isiR and ViRespectively representing the loading time, the tire contact area equivalent circle radius and the representative vehicle speed of the ith driving behavior;
converting the 4 locomotive head space representative values into corresponding single-cycle unloading time t'1、t′2、t′3、t′4The conversion formula is:
Figure FDA0002969755360000012
(i ═ 1,2,3,4) in which t isi’,diAnd ViUnloading time, representative vehicle head distance and representative vehicle speed of the ith driving behavior are respectively;
according to the speed of a vehicle systemCalculating the proportion of the number of vehicles in four representative vehicle speed intervals by data counting, and determining the weight of the action times of the four representative vehicle speeds as A1:A2:A3:A4；
In step three, the method for calculating the loading cycle lengths of different driving behaviors comprises the following steps:
(1) determining a loading sequence, and sequencing the four selected driving behaviors from small to large according to the single-cycle loading time, namely t1＜t2＜t3＜t4Then the loading order in one large cycle is determined as: t is t2→t4→t3→t1；
(2) The weights of the four driving behaviors are ranked, wherein the smallest is AminSetting AminThe corresponding loading times are 10 times, and the action times X of each driving behavior are determined according to the specific weight proportion of the driving behavior1、X2、X3、X4The conversion formula is:
Figure FDA0002969755360000021
(i ═ 1,2,3,4), where X isiAnd AiRespectively representing the action times and the weight of the ith driving behavior;
(3) determining the total period length L of the combined action of the plurality of driving behaviors, and calculating according to the following formula:
L＝X1+X2+X3+X4
wherein: x1、X2、X3、X4The action times of the driving behaviors 1,2,3 and 4 are respectively.
2. The asphalt mortar multiple stress creep testing method based on different driving behavior combinations at road intersection as claimed in claim 1, wherein in the second step, when t 'is obtained through calculation'1、t′2、t′3、t′4If the time is less than or equal to 2s, the unloading time is determined as a calculated value; and when calculating t'1、t′2、t′3、t′4When the time is more than 2s, the reaction solution is,the unloading time is determined to be 2 s.
3. The asphalt mortar multiple stress creep test method based on the combination of different driving behaviors at a road intersection as claimed in claim 1, wherein when X is used, X is the value1、X2、X3And X4If any of the values exceeds 100 times, the loading is performed according to 100 times.
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