柔性路面结构设计的动力安定下限理论与分析方法

钱建固; 戴浴晨

doi:10.19818/j.cnki.1671-1637.2023.04.003

柔性路面结构设计的动力安定下限理论与分析方法

doi: 10.19818/j.cnki.1671-1637.2023.04.003

钱建固^{1, 2,},
戴浴晨^{1, 2}

1.
同济大学土木工程学院，上海 200092
2.
同济大学岩土及地下工程教育部重点实验室，上海 200092

基金项目:

国家自然科学基金项目 51578413

中央高校基本科研业务费专项资金项目 20232ZD08

详细信息

作者简介:
钱建固(1972-)，男，安徽无为人，同济大学教授，工学博士，从事岩土工程研究

中图分类号: U416
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- 文章访问数: 612
- HTML全文浏览量: 165
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- 被引次数: 0
出版历程
- 收稿日期: 2023-03-05
- 网络出版日期: 2023-09-08
- 刊出日期: 2023-08-25

Theory and analysis method of lower-bound dynamic shakedown for design of flexible pavement structure

QIAN Jian-gu^{1, 2
,},
DAI Yu-chen^{1, 2}

1.
College of Civil Engineering, Tongji University, Shanghai 200092, China
2.
Key Laboratory of Geotechnical and Underground Engineering of Ministry of Education, Tongji University, Shanghai 200092, China

Funds:

National Natural Science Foundation of China 51578413

Fundamental Research Funds for the Cnetral Universities 20232ZD08

More Information

Author Bio:
QIAN Jian-gu(1972-), male, professor, PhD, qianjiangu@tongji.edu.cn

摘要

摘要: 为研究长期交通荷载作用下柔性路面路基的力学响应与服役性能，回顾了安定理论在柔性路面路基设计过程中的研究现状、存在问题及前沿进展，阐释了经典上限、下限动力安定理论的基本原理及其在交通岩土工程领域的应用与发展现状，阐述了下限安定的判别准则与数值分析方法；结合人工边界-动力有限元案例揭示了交通移动荷载作用下路面-路基系统的动力响应，讨论了材料横观各向同性、轮-路摩擦等因素对道路结构动力安定性的影响规律。分析结果表明：交通荷载作用下道路结构的动力效应对安定极限有重要影响，下限安定极限水平随车辆移动速度的增大而降低，当移动速度增至结构体系的Rayleigh波速时，道路结构体系的安定极限降至最低；路基材料力学属性与各向异性程度、轮-路摩擦因数等因素对柔性道路结构的下限动力安定极限也有重要影响；道路结构体系的下限动力安定极限随结构上层与下层弹性模量比的增加先增大后减小；对应最大安定极限的最优模量比表明安定极限临界位置从下层路基向上层路面的转变；考虑水平向摩擦时，轮-路摩擦因数的增大会明显降低结构的动力安定极限，同时减弱荷载移动速度对道路结构动力效应的影响。
- 路面工程 /
- 动力安定下限 /
- 有限元模拟 /
- 荷载移动速度 /
- 横观各向同性 /
- 摩擦因数
Abstract: To study the mechanical response and service performance of flexible pavement subgrades under long-term traffic loads, the current research state, existing issues, and frontier of the shakedown theorem in the design process of flexible pavement subgrades were reviewed. The basic principles of classical upper- and lower-bound dynamic shakedown theorem and their application and development in transportation geotechnics were introduced. The critical criterion and numerical analysis method of lower-bound shakedown were discussed in detail. Based on the case studied by the dynamic finite elements within artificial boundaries, the dynamic responses of pavement-subgrade system under the traffic moving loads were revealed. The effects of cross-anisotropic materials and wheel-pavement friction on the dynamic shakedown of the road structure were discussed. Research results show that the dynamic responses of the road structure under the traffic load are significant for the shakedown limit. The lower-bound shakedown limit level reduces with the growing traffic moving speed and reaches the minimum value when the moving speed approaches around the Rayleigh wave velocity of the structure system. The material mechanical properties of subgrade, the degree of anisotropy, as well as the wheel-pavement friction coefficient may also produce considerable effects on the lower-bound dynamic shakedown limit of the flexible road structure. The lower-bound dynamic shakedown limit of the road structure system increases at first and then decreases with the increase in the elastic modulus ratio of the upper and lower layers of the structure. The optimal modulus ratio corresponding to the maximum shakedown limit indicates that the critical position of the shakedown limit changes from the lower subgrade to the upper pavement. When the horizontal friction is considered, the increase in the wheel-pavement friction coefficient will obviously reduce the dynamic shakedown limit of the structure and weaken the influence of moving load speed on the dynamic response of the road structure.
- pavement engineering /
- lower-bound dynamic shakedown /
- finite element simulation /
- load moving speed /
- cross-anisotropic /
- friction coefficient

HTML全文

图 1 道路三维理想模型示意

Figure 1. Schematic of idealized 3D road model

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图 2 无限元边界有限元模型

Figure 2. Finite element model with infinite element boundary

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图 3 模拟竖向和水平向体力加载的薄层单元

Figure 3. Thin-layered elements modeling vertical and horizontal body forces

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图 4 下限安定极限计算流程

Figure 4. Calculation process of lower limit of shakedown limit

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图 5 不同荷载移动速度下的轴向动应力分布

Figure 5. Distributions of axial dynamic stresses at different load moving speeds

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图 6 数值计算结果与解析解的对比

Figure 6. Comparison between numerical and analytical results

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图 7 低速状态计算结果与静力解的对比

Figure 7. Comparison between low speed solution and static solution

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图 8 安定极限随摩擦因数的变化

Figure 8. Variations of shakedown limit with friction coefficient

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图 9 荷载移动速度对动力安定极限的影响

Figure 9. Effects of load moving speed on dynamic shakedown limits

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图 10 路基弹性模量对动力安定极限的影响

Figure 10. Effect of elastic modulus of subgrade on dynamic shakedown limits

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图 11 双层道路简化模型

Figure 11. Simplified model of two-layered road

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图 12 不同荷载移动速度下安定极限随弹性模量比的变化

Figure 12. Variations of shakedown limit with elastic modulus ratio under different load moving speeds

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图 13 低速状态计算结果与静力解的对比

Figure 13. Comparison between low speed solution and static solution

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图 14 不同强度比时安定极限与荷载移动速度的关系

Figure 14. Relationships between shakedown limit and load moving speed under different strength ratios

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图 15 不同各向异性模量比下的安定极限(v=70 m·s^-1，E_v2/E_h2=0.25)

Figure 15. Shakedown limits under different anisotropic modulus ratios (v=70 m·s^-1, E_v2/E_h2=0.25)

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图 16 不同摩擦因数下安定极限随荷载移动速度的变化

Figure 16. Variations of shakedown limits with load moving speeds under different friction coefficients

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图 17 不同荷载移动速度下轮-路摩擦因数对安定极限的影响(φ=30°)

Figure 17. Influences of wheel-road friction coefficient on shakedown limit under different load moving speeds (φ=30°)

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图 18 不同强度比下安定极限与弹性模量比的关系(v= 40 m·s^-1)

Figure 18. Relationships between shakedown limit and elastic modulus ratio under different strength ratios (v=40 m·s^-1)

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表 1 双层道路结构的材料参数

Table 1. Material parameters of two-layered road structure

结构层	弹性模量/ MPa	泊松比	密度/ (kg·m^-3)	内摩擦角/ (°)
第1层	20~20 000	0.25	2 200	30
第2层	20	0.48	1 800	0

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