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首页> 外文会议>6th International Conference on the Bearing Capacity of Roads and Airfields Vol.1, Jun 24-26, 2002, Lisbon, Portugal >Pavement Deterioration ― Crack Initiation and Crack Propagation Models
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Pavement Deterioration ― Crack Initiation and Crack Propagation Models

机译：路面劣化-裂纹萌生和裂纹扩展模型

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The objective of the study presented here was to develop models for predicting the cumulative number of load applications to the initiation of cracking for flexible pavements and to develop models for predicting crack propagation in flexible pavements. Crack initiation is defined as the first appearance of cracking in the wheel paths. The models are aimed for use in Pavement Management Systems. Data used in the study consists of data from a Swedish LTPP (Long-Term Pavement Performance) study where over 600 test sections have been monitored during more than ten years. Every year a detailed distress survey and measurements of rut depth and the longitudinal profile has been carried out at each test section. The database contains information about traffic, climate, pavement structure, surface condition and structural strength. Pavement response based explanatory factors included, among other things, tensile strain at the bottom of the asphalt layer and other deflection based factors (i.e. surface curvature index, curvature basin factor, bearing capacity). The modelling of crack initiation models was carried out using a survival analysis approach. The results showed that data came from a Weibull distribution with an increasing risk of failure as pavement age increases. The modelling of crack propagation models was carried out using linear regression analysis. From the data, describing the yearly development of cracks, a Cracking Index was calculated. The same approach of developing crack models was used in the PARIS (Performance analysis of road infrastructure) project carried out within the 4th European Framework Programme Road Transport 1996―1998. Models were successfully developed to predict the cumulative number of traffic loadings to the initiation of cracking in the wheel paths. The models included two independent variables to pavement response and ageing (a relationship between a response variable and the annual cumulative number of traffic loadings). As response variables Surface Curvature Index 300 or Tensile Strain at the bottom of the asphalt layer can be used in the crack initiation models. Models were also developed to predict crack propagation in the wheel paths. For any given section of road, the slope of the linear model can be estimated from the level of distress at the last distress survey and the age of the pavement surface or the number of ESALs carried by the pavement at that time. All models have been validated against independent data, not used in the development phase.
机译：此处提出的研究的目的是开发模型，以预测柔性路面开裂开始时荷载施加的累积次数，并开发模型以预测柔性路面开裂的传播。裂纹萌生定义为车轮路径中裂纹的首次出现。这些模型旨在用于路面管理系统。该研究中使用的数据包括瑞典LTPP（长期路面性能）研究中的数据，该研究在十多年来对600多个测试路段进行了监测。每年，在每个测试区都要进行详细的遇险调查，并测量车辙深度和纵向轮廓。该数据库包含有关交通，气候，人行道结构，表面状况和结构强度的信息。基于路面响应的解释性因素除其他外包括沥青层底部的拉伸应变和其他基于挠度的因素（即表面曲率指数，曲率盆地系数，承载力）。裂纹萌生模型的建模是使用生存分析方法进行的。结果表明，数据来自威布尔分布，随着路面年龄的增加，失败的风险也会增加。使用线性回归分析对裂纹扩展模型进行建模。根据描述裂纹年度发展的数据，计算出裂纹指数。在1996年至1998年第四届欧洲框架计划道路运输中进行的PARIS（道路基础设施性能分析）项目中，使用了相同的裂缝模型开发方法。成功开发了模型，以预测到车轮路径破裂开始之前的交通负荷累积数量。该模型包括两个独立变量，分别用于路面响应和老化（响应变量与交通负荷的年度累积数量之间的关系）。作为响应变量，可以在裂纹萌生模型中使用沥青层底部的表面曲率指数300或拉伸应变。还开发了预测车轮路径中裂纹扩展的模型。对于任何给定的路段，可以根据上次遇险调查中的遇险水平，路面的年龄或当时路面承载的ESAL数量来估算线性模型的斜率。所有模型均已针对独立数据进行了验证，未在开发阶段使用。

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