CN-117572918-B - Control method for road surface load in freezing and thawing periods based on ARA equipment

Abstract

The invention discloses a control method of road surface load in a freezing and thawing period based on ARA equipment, which comprises the following steps of firstly, arranging corresponding sensors on each structural layer of an asphalt road surface; the method comprises the steps of firstly, obtaining a frozen pavement, secondly, researching the change of temperature and humidity of different depths along with freezing and thawing time, thirdly, researching the change of strain of each horizon and deflection of road marks along with the freezing and thawing time, fourthly, establishing an empirical model based on the evolution rule of mechanical response of the frozen pavement, fifthly, determining relevant parameters in the empirical model by analyzing the relation between independent variables in the empirical model and structural performance of the pavement, sixthly, determining an empirical model error, summarizing the mechanical response change caused by overload in the freezing period, and definitely determining the damage characteristics of load to the pavement in winter according to test and modeling results, thereby providing load limitation in the freezing and thawing process in winter. The method can explore the structural performance change of the asphalt pavement during freezing, and provides reference for the proposal of dynamic load limiting range in cold climate areas.

Inventors

• CHEN ZHIGUO
• Shen Ruoting
• PEI ZHONGSHI
• ZHAO YALI
• WANG DONG
• HUANG JUNSHENG
• YI JUNYAN
• WANG SHUJUAN
• YU LIMEI
• QIN WEIJUN
• Cheng Pengjian
• Xing Yangming

Assignees

• 吉林省交通科学研究所
• 哈尔滨工业大学

Dates

Publication Date

20260512

Application Date

20231103

Claims (2)

1. 1. The method for controlling the road surface load in the freezing and thawing period based on the ARA equipment is characterized by comprising the following steps: Step one, arranging corresponding sensors on each structural layer of the asphalt pavement; step two, carrying out actual driving load simulation by adopting ARA equipment, collecting temperature and humidity field data in the freezing and thawing process of the asphalt pavement, and researching the change of temperature and humidity at different depths along with freezing and thawing time; tracking and collecting temperature structure mechanical response data in the freezing and thawing process of the asphalt pavement, and researching the strain of each layer and the change of road sign deflection along with the freezing and thawing time; step four, based on the evolution rule of the mechanical response of the asphalt pavement under freezing and thawing, establishing the following empirical model: In the formula, For freezing Road surface mechanical response after hours; is an initial road surface mechanical response; Is the freezing depth ratio of the base layer; Is the freezing depth ratio of the subbase layer; The frozen depth ratio of the roadbed; the water content of the base layer is not frozen; the water content of the underlayment is not frozen; The water content of the roadbed is not frozen; 、 、 、 、 、 correcting parameters for model when 0< In the case of <100 a, When 0< In the case of <100 a, When 0< In the case of <100 a, When 0< In the case of <100 a, When 0< In the case of <100 a, ; ~ 、 ~ Is a model parameter; Step five, determining relevant parameters in the empirical model by analyzing the relation between the independent variable in the empirical model and the pavement structural performance, wherein the specific steps are as follows: step five, in the modeling process, determining parameters in an empirical model one by determining the relation between horizontal longitudinal strain and independent variable change of the asphalt concrete layer ~ Determining parameters by analysis of data of longitudinal strain changes of asphalt layer ~ ; Step five, after all the model parameters are determined ~ 、 ~ Then, the model is corrected to parameters 、 、 、 、 、 Setting the model to an initial value, adopting a least squares sum error method, and correcting parameters by repeatedly adjusting the model 、 、 、 、 、 Calculating and minimizing errors between the empirical model and the experimental mechanical behavior, and further obtaining all model correction parameters; And step six, comparing the calculated value of the empirical model with the test response value, determining the error of the empirical model, summarizing the mechanical response change caused by overload during freezing, determining the damage characteristic of winter load to the pavement according to the test and modeling results, and providing load limitation in the process of freezing and thawing in winter.
2. 2. The method for controlling the road load in the freeze thawing period based on the ARA equipment according to claim 1, wherein the sensor comprises a strain sensor, a pressure sensor, a tire pressure sensor, a temperature sensor, a humidity sensor and a suction sensor.

Description

Control method for road surface load in freezing and thawing periods based on ARA equipment Technical Field The invention belongs to the technical field of road asphalt pavement structure loading application, relates to a control method of pavement load in a freezing period, and in particular relates to a control method of pavement load in a freezing and thawing period based on ARA equipment. Background After the asphalt pavement is subjected to long-term effects of load and environment, the pavement maintenance and repair problems become important. According to statistics, the road surface of expressways in recent years in China is large, medium maintenance and repair mileage can reach 8000 km/year. Especially in northeast areas where winter is cold and long and heavy vehicles are often passing, the related problems are more serious. In these cold areas, it is generally believed that both environmental factors and traffic loads affect the performance of flexible pavement. Therefore, how to reasonably control the load conditions is important. In the freeze thawing process, the change of moisture and temperature plays an important role in the change of pavement performance. First, pore water in the pavement structure forms an iced lens when frozen. Such an ice lens body may attract water at the freezing front by capillary action, resulting in an increase in the presence of ice and resulting in frost heaving. During the spring thawing period, ice accumulation in the pavement structure is thawed again into water, increasing the moisture content of the unbound layer. Such excessive moisture content in the unbound material can reduce its modulus of elasticity and increase the likelihood of permanent strain and fatigue cracking of the flexible pavement under traffic loads. All of these effects accelerate degradation of the pavement in cold areas. The research on the mechanical law and structural performance change of the road surface freezing and thawing process in cold areas is further provided with reasonable maintenance and operation policies, and the method becomes an important direction for slowing down the road surface degradation and prolonging the service life of the road. Research on road mechanical response and evolution rules is mainly focused on two aspects of field observation and indoor test at present. If the data analysis and the research of the pavement structural form, pavement material proportion, pavement damage mechanism and construction process are carried out by utilizing the long-term observation test in the field of the service life period of the road, the accuracy and the reliability of the data are higher, but the data acquisition period is too long, the experimental result is seriously lagged, huge manpower, material resources and financial resources are consumed, and the road environment and traffic load are changed at all times, so that the collected data are difficult to accurately evaluate the pavement structural performance, and the requirements of current road construction and rapid traffic development are difficult to meet. The traditional laboratory test method has the advantages of less test investment and short time, so that the method is applied more. However, the stress state of the test piece in the high-temperature deformation and fatigue test of the small test piece is relatively different from the service state of the road surface in the actual operation of the road surface, the damage process of the asphalt road surface in the actual operation state cannot be well fitted, the high-temperature deformation and fatigue performance of the asphalt mixture can be greatly deviated, the test result is greatly different from the service life of the actual road surface, and the correction coefficients provided by different researchers are greatly different and cannot be compared. In view of many defects of the small test piece test, a loading mode closer to the actual running state of the road surface is needed to be searched for to explore the high-temperature low-temperature fatigue performance of the actual running state of the road surface. Many researchers have quantitatively proposed the effect of freeze thawing on the structural properties of flexible pavement. Salour et al showed that the inverse calculation of FWD measurements showed a 63% loss of stiffness of the subgrade soil during thawing in spring and a 48% drop in stiffness of the granular base and subbase layers compared to summer values. In addition, many countries have studied and proposed dynamic load limiting policies in cold climate areas through investigation of road performance over the course of a year. This policy helps manage the road conditions during reduced spring defrost and winter frost. In order to achieve this policy, it is necessary to further understand the structural performance change of the flexible pavement structure during the freeze thawing process, and further propose the basis for limit