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Article Navigation >  Journal of Traffic and Transportation Engineering  > 2020  >  20(6): 62-70
CHEN Lei-lei, CHEN Dao-xie, CHEN Chao-lu, LIU Gang. Control standards of rut depth based on mechanical behavior of asphalt pavement structure[J]. Journal of Traffic and Transportation Engineering, 2020, 20(6): 62-70. doi: 10.19818/j.cnki.1671-1637.2020.06.005
Citation: CHEN Lei-lei, CHEN Dao-xie, CHEN Chao-lu, LIU Gang. Control standards of rut depth based on mechanical behavior of asphalt pavement structure[J]. Journal of Traffic and Transportation Engineering, 2020, 20(6): 62-70. doi: 10.19818/j.cnki.1671-1637.2020.06.005
shu

Control standards of rut depth based on mechanical behavior of asphalt pavement structure

doi: 10.19818/j.cnki.1671-1637.2020.06.005
  • 1.

    Intelligent Transportation System Research Center, Southeast University, Nanjing 211189, Jiangsu, China

  • 2.

    Zhuzhou CRRC Times Electric Co., Ltd., Zhuzhou 412001, Hunan, China

Funds:

National KeyResearch and Development Program of China 2018YFB1600300

National KeyResearch and Development Program of China 2018YFB1600304

National KeyResearch and Development Program of China 2018YFB1201600

Natural Science Foundation of Jiangsu Province BK20191267

More Information
  • Author Bio:

    CHEN Lei-lei(1985-), male, associate professor, PhD, chenleilei@seu.edu.cn

  • Received Date: 2020-06-20
  • Publish Date: 2020-06-25
    Abstract
  • In order to further regulate the control standards of rut depth of asphalt pavement, the influence of the rut depth on the pavement structure was studied. A dynamic load calculation model of vehicle crossing the rut was established based on considering the characteristics of rut cross section, and the vehicle impact effect on the pavement structure was quantified by impact factor. The inner damage of pavement structure was studied by numerical simulation, and the degradation laws of pavement performance at different rut depths were explored. Research result shows that the impact effect of rut depth on the pavement structure cannot be ignored. The impact factor increases linearly with rut depth, and the allowable rut depth considering the impact effect should not be greater than 11 mm. The maximum tensile strain of asphalt mixture layer appears at the bottom of the upper surface layer and is positively correlated with the rut depth. While the tensile strains of the middle surface layer and lower surface layer are negatively correlated with rut depth, and their strain levels are significantly lower than that of upper surface layer. The rut depth based on the surface layer flexural failure should be less than 15 mm. The maximum shear stress appears at the bottom of the upper layer and increases gradually with rut depth. When the rut depth is between 5-10 mm, the shear stress of each surface layer changes little. When the rut depth develops from 10 mm to 25 mm, the shear stress at 0-1 cm depth of the upper layer increases by 14.5%, which is obviously faster than the decreasing rate of shear stress of the middle layer and lower layer. Thus, the rut depth based on the surface layer shear failure should be less than 10 mm. The rut depth has little influence on the tensile stress of inorganic binder stable layer. When the rut depth exceeds 15 mm, the change of compression strain on the top of subgrade should be focused to prevent large deformation.

     

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