Damage evolution and stress-relief mechanism for airport pavement structures under high-frequency impact load
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摘要: 针对飞机起降对机场刚性道面造成的累积损伤问题，提出增设水泥沥青（CA）砂浆应力缓释层，以提升其抗冲击性能。以B737-800机型为例，基于ABAQUS建立机场刚性道面三维有限元模型，结合混凝土塑性损伤理论，采用Vexternaldb和Vdload子程序实现随机冲击荷载工况的模拟，系统分析了道面板抗弯拉强度与厚度、缓释层厚度、飞机垂直下沉速度及作用位置等因素对道面损伤的影响规律，揭示了重复冲击下道面的损伤演化规律及缓释层的减损机制。研究结果表明：重复冲击作用下，道面损伤以受拉为主，受压损伤影响较小，提高混凝土抗弯拉强度与板厚可在一定程度上延缓初期损伤，但难以有效抵抗重复冲击引起的损伤累积；设置CA砂浆应力缓释层后，早期损伤发展显著减缓，黏性耗散能降低90%以上；硬着陆工况下，缓释层厚度由2 cm增至6 cm时，塑性耗散能可降低95%，但1~2 cm过薄的缓释层易先于道面板发生受拉破坏，综合建议缓释层厚度取3~4 cm为宜，该推荐值基于当前模型参数及界面理想黏结条件下所得；飞机垂直下沉速度对能量耗散影响显著，增设缓释层后，道面板刚度退化程度与速率显著降低。缓释层在抑制损伤累积、降低能量耗散及延缓刚度退化方面具有良好效果，可为高抗冲击性能机场道面结构设计提供理论依据与技术参考。Abstract: To address the cumulative damage of rigid airport pavements induced by aircraft takeoff and landing, this study proposes the incorporation of a cement asphalt (CA) mortar stress-relief layer to enhance its impact resistance. Taking the B737-800 aircraft as an example, a three-dimensional finite element model of rigid airport pavement was established in ABAQUS. Combined with the concrete damage plasticity (CDP) model, random impact loading conditions were implemented using the Vexternaldb and Vdload subroutines. The effects of slab flexural strength and thickness, stress-relief layer thickness, aircraft vertical sinking velocity, and loading position on pavement damage were systematically analyzed. The damage evolution characteristics under repeated impacts, as well as the mitigation mechanism of the stress-relief layer were revealed. The results indicate that pavement damage is dominated by tensile failure under repeated impacts, while compressive damage is negligible. Increasing the flexural strength and slab thickness can delay initial damage to some extent, but is insufficient to effectively suppress damage accumulation induced by repeated impacts. The incorporation of CA mortar stress-relief layer can significantly mitigate early-stage damage progression, reducing viscous dissipation energy by more than 90%. Under hard landing conditions, increasing the thickness of the stress-relief layer from 2 cm to 6 cm reduces plastic dissipation energy by 95%. However, an excessively thin layer (1-2 cm) tends to undergo tensile failure prior to the slab. A thickness of 3-4 cm is recommended for the stress-relief layer based on comprehensive evaluation. This recommendation is derived under the current model parameters and ideal interfacial bonding conditions. The aircraft vertical sinking velocity has a significant influence on energy dissipation, while the inclusion of the stress-relief layer markedly reduces both the degree and rate of stiffness degradation of the pavement. The stress-relief layer is effective in suppressing damage accumulation, reducing energy dissipation, and delaying stiffness degradation, providing a theoretical basis and technical reference for the structural design of airport pavements with high impact resistance.
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图 2 压缩和拉伸状态下混凝土应力-应变曲线
Figure 2. Stress-strain curves of concrete under compression and tension
图 6 重复冲击荷载作用下不同抗弯拉强度和厚度道面板受拉/受压损伤因子变化规律
Figure 6. Variation of tensile/compressive damage factors in slabs of different flexural strengths and thicknesses under repeated impact load
图 8 CA砂浆应力缓释层受拉损伤因子时程曲线
Figure 8. Time-history curves of tensile damage factor in CA mortar stress-relief layer
图 12 硬着陆工况下道面板SDEG值时程曲线
Figure 12. Time-history curves of SDEG in slabs under hard landing condition
图 13 不同下沉速度传统刚性道面结构能量耗散变化规律
Figure 13. Variation patterns of energy dissipation in rigid pavement structures under different sinking velocity
图 14 不同下沉速度增设缓释层道面结构黏性耗散能变化规律
Figure 14. Variation patterns of viscous dissipation energy in pavement structures with stress-relief layer under different sinking velocity
图 15 不同荷载作用点位对道面结构黏性耗散能的影响规律
Figure 15. Influence of different load points on viscous dissipation energy in pavement structure
图 16 硬着陆随机冲击荷载作用下传统刚性道面板底部SDEG演化云图
Figure 16. Contour maps of SDEG at the tradition rigid slabs bottom under random impact load during hard landing
图 17 硬着陆随机冲击荷载作用下设置缓释层的刚性道面板底部SDEG演化云图
Figure 17. Contour maps of SDEG at the rigid slabs bottom with stress-relief layer under random impact load during hard landing
图 18 随机冲击荷载作用下不同道面结构能量耗散的变化规律
Figure 18. Variation patterns of energy dissipation in different pavement structures under random impact load
表 1 机场道面结构材料的基本参数
Table 1. Basic parameters of airport pavement structural materials
材料 结构层 厚度/cm 弹性模量/MPa 泊松比 密度/（kg·m-3） 水泥混凝土 面层 28/32/36/40 32 000/33 500/34 500/35 500 0.15 2 400 CA砂浆 应力缓释层 1/2/3/4/5/6 10 000 0.20 1 950 水泥稳定碎石 基层 30 1 500 0.25 2 300 天然砂砾 垫层 30 300 0.30 2 300 压实土 土基 1 000 70 0.40 1 920 钢材 传力杆和拉杆 210 000 0.30 7 850 
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表 2 传力杆和拉杆间距及尺寸
Table 2. Spacing and dimensions of dowel bars and tie bars
接缝设计 长度/mm 数量 间距/mm 直径/mm 外侧杆到板边距离/mm 传力杆 500 15 330 35 190 拉杆 900 9 550 16 300
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表 3 道面板CDP模型参数
Table 3. Parameters of the slab in the CDP model
参数 膨胀角/（°） Kc fb0/fc0 黏性系数μ 流动势偏移值 取值 30 0.667 1.16 0.005 0.1
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表 4 B737-800机型荷载参数
Table 4. Load parameters of B737-800
最大着陆荷载/kN 荷载分配系数 主起落架单轮荷载/kN 胎压/MPa 单轮接触面积/m2 轮印长度/m 轮印宽度/m 663.80 0.95 157.65 1.47 0.107 0.395 0.272
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