摘要
通过试验分析发现,车辙试验第2阶段剩余空隙率基本不随加载时间改变,由此确定第1、第2阶段分界点。车辙试验的评价参数包括车辙深度、蠕变率和相对变形。蠕变率参数的实质是斜率,无法确定曲线的具体位置;相对变形参数考虑了混合料的压密变形和蠕变变形的总量,可以确立曲线的唯一位置。整体上蠕变率和相对变形之间存在一致的对应关系。经室内车辙试验与现场加速加载试验(ALF)比较,蠕变率和相对变形参数评价结论相同,并与现场实际一致。建议采用蠕变率和相对变形联合评价沥青混合料车辙试验,并且室内车辙试验采用现场初始空隙率试件。
It was found that air voids of the second period of wheel tracking test for asphalt mixtures didn＇t change with time through tests analysis. Thereout division point for first period and second period were determined. Evaluation indexes for wheel tracking tests contain rut depth, creep slope and percentage of rut depth. The index of creep slope, in element, was the slope of curve, and it couldn＇t determine the place of curve. The index of percentage of rut depth which contained compact de- formation and creep deformation determined the solo place. There was good correlation between creep slope and percentage of rut c]epth. Through comparison between laboratory wheel tracking tests and filed accelerated loaded facilities tests, same evalua- tions were made by creep slope and percentage of rut depth, related well to field performance. It was recommended that both creep slope and percentage of rut depth should be jointly evaluated wheel tracking tests, and that air voids of laboratory samples should be field initial air voids.
出处
《武汉理工大学学报》
EI
CAS
CSCD
北大核心
2007年第11期14-17,共4页
Journal of Wuhan University of Technology
基金
西部交通建设科技项目(200431800004)
关键词
车辙试验
蠕变率
相对变形
加速加载试验
wheel tracking test
creep slope
percentage of rut depth
accelerated loaded facilities test
