Peridynamics-based analysis of damage initiation in airport rigid pavement under aircraft landing impact
Article Text (Baidu Translation)
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摘要: 针对飞机着陆冲击引发的机场刚性道面损伤萌生问题，基于近场动力学（PD）理论，构建了可模拟混凝土板裂纹自发起裂与扩展的机场刚性道面PD模型；结合键型近场动力学与Hertz接触理论能量等效思想，建立轮胎-道面局部冲击接触模型，表征了轮胎与道面之间的非线性接触作用；通过Kalthoff-Winkler动态断裂试验和L形混凝土板断裂模型对所建模型进行了验证。研究结果表明：模拟得到的裂纹起裂角度（67.4°）及断裂路径与经典试验结果较为一致，验证了模型在动态断裂和混凝土准脆性断裂问题中的适用性；基于该模型，进一步分析了不同垂向下沉速度和板厚条件下机场刚性道面的损伤萌生规律，在较低垂向下沉速度（0.8 m·s-1）下，冲击效应主要局限于接触区附近，随着速度提高，板底拉伸集中显著增强，高伸长率区域逐渐扩展并形成潜在微裂纹成核带，当垂向下沉速度增至1.2 m·s-1时，键断裂比例最高可达9.6%；增加板厚可提高道面板抗弯刚度，降低板底高伸长率键比例，从而削弱冲击作用下的板底拉伸集中；PD模型能够较好反映冲击作用下板底裂纹由中心向多方向扩展的趋势；单次冲击虽未形成贯通裂缝，但较高垂向速度下板底已出现潜在微损伤区，可能在重复冲击疲劳荷载作用下进一步演化为宏观裂纹。本文模型无需预设裂缝路径，可为机场道面接地区损伤识别、风险预警及预防性养护决策提供参考。Abstract: In view of the damage initiation in airport rigid pavement induced by aircraft landing impact, a peridynamics (PD) model of airport rigid pavement that can simulate the spontaneous initiation and propagation of cracks in concrete slabs was developed based on the PD theory. By combining bond-based peridynamics with the energy equivalence thought of Hertz contact theory, a local tire-pavement impact contact model was established to characterize the nonlinear contact effect between the tire and the pavement. The developed model was validated through the Kalthoff-Winkler dynamic fracture test and the fracture model of an L-shaped concrete slab. Research results indicate that the simulated crack initiation angle (67.4°) and the fracture path are relatively consistent with classical experimental results, which verifies the applicability of the model to dynamic fracture and quasi-brittle fracture problems of concrete. Based on the model, the damage initiation laws of airport rigid pavement under different vertical sink velocities and slab thicknesses are further analyzed. At a relatively low vertical sink velocity (0.8 m·s-1), the impact effect is mainly confined to the vicinity of the contact region; as the velocity increases, the tensile concentration at the slab bottom is significantly enhanced, and the high-stretch regions gradually expand and form potential microcrack nucleation zones; when the vertical sink velocity increases to 1.2 m·s-1, the maximum bond breakage ratio reaches 9.6%. Increasing the slab thickness can improve the flexural stiffness of the pavement slab and reduce the proportion of high-stretch bonds at the slab bottom, thereby weakening the tensile concentration at the slab bottom under the impact effect. The PD model can effectively reflect the tendency of bottom cracks to propagate from the center to multiple directions under the impact effect. Although a single impact does not form a through crack, potential micro-damage zones have appeared at the slab bottom under a higher vertical velocity, which may further evolve into macroscopic cracks under repeated impact fatigue loads. The developed model does not require a preset crack path, and can provide references for damage identification, risk warning, and preventive maintenance decision-making in the touchdown zone of airport pavement.
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Key words:
- airport engineering /
- damage initiation /
- peridynamics /
- crack propagation /
- impact load /
- rigid pavement
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图 5 Kalthoff-Winkler试验中起裂结果（t=28.2 μs）
Figure 5. Crack initiation result in Kalthoff-Winkler experiment (t=28.2 μs)
图 6 Kalthoff-Winkler裂纹扩展最终效果
Figure 6. Final crack propagation effect of Kalthoff-Winkler experiment
图 11 垂向下沉速度为0.8 m·s-1时的伸长率分布
Figure 11. Stretch distribution when the vertical sink velocity is 0.8 m·s-1
图 12 垂向下沉速度为1.0 m·s-1时的伸长率分布
Figure 12. Stretch distribution when the vertical sink velocity is 1.0 m·s-1
图 13 垂向下沉速度为1.2 m·s-1时的伸长率分布
Figure 13. Stretch distribution when the vertical sink velocity is 1.2 m·s-1
图 14 不同垂向下沉速度下键伸长率频率分布
Figure 14. Frequency distribution of bond stretch under different vertical sink velocities
图 15 速度为0.8 m·s-1时不同厚度板底伸长率分布
Figure 15. Stretch distribution at slab bottom under different slab thicknesses at 0.8 m·s-1
图 19 板底损伤路径方向比例分布
Figure 19. Directional proportion distribution of damage paths at slab bottom
表 1 模型参数
Table 1. Model parameters
道面板厚度/m 弹性模量/GPa 板的离散间距/m 时间步长/10-7 s 邻域半径/m 临界压缩伸长率 临界拉伸伸长率 0.35 30 0.01 1.412 0.030 15 -2.0×10-3 4.62×10-4 
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表 2 道面冲击损伤初步风险分级
Table 2. Preliminary risk classification of pavement impact damage
风险等级 断裂比例 损伤状态解释 风险解释及建议 1级：基本安全 < 1% 局部轻微微损伤，高危伸长率区域较少且不连续 对应本文低速工况损伤水平，可按常规巡检处理 2级：重点监测 1%~5% 高伸长率区域开始扩大，存在微裂纹成核风险 建议关注接地区局部损伤演化，必要时加强检测 3级：预防性养护 5%~10% 板底高危伸长率区域明显发展，存在疲劳扩展风险 建议开展重点检测，必要时考虑预防性养护 4级：高风险 > 10% 微损伤显著累积，可能向宏观裂纹进一步演化 建议作为高风险预警区域，开展重点检测，并结合现场检测结果进行处治决策
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