Материал: Russian Journal of Building Construction and Architecture

Russian Journal of Building Construction and Architecture

Heavy loam

Fig. 6. Structure of the road pavement in the monitoring area

The input parameters (elasticity modulus s, damping coefficients) of the construction layers of road pavements were specified as a logarithmically normal distribution. Change rates in the structural parameters of road pavements were specified in accordance with Table 2––3. For each operation year of the road pavement the dissipated energy was calculated over a year as well as the dissipated energy throughout the entire life cycle of the road pavement in accordance with the method presented in Fig. 5.

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During Year 1 and 5 of the operation the road structure was evaluated including identification of the average and 95 % of the available resources for actual elasticity modulus s and damping coefficients of the road pavement (the results are presented in Table 4).

Using the actual data obtained in the natural conditions for 95 % of the available resources, the dissipated energy was also calculated in the road pavement structure and the obtained actual results were compared with the design ones: Year 1 –– 13,12 MJ (design –– 11,61 МJ); Year 5 –– 251,06 МJ (design –– 203,41 MJ).

Prediction of the total dissipated energy shows that the resource of the road pavement structure will be exhausted as early as after 10 years of operation (the predicted total density of the dissipated energy of 95 % of the available resources is Wэкспл = 2413 МJ/m3 at Wпр= 2228 МJ/m3).

The thickness of the layer was chosen in accordance with the algorithm in Fig. 5 to enable us to conclude that as the thickness of the asphalt concrete layers goes up by 2 cm, the dissipated energy ranges from that for 95 % of the available resources, which would allow one to ensure a specified life cycle.

Similarly, for road pavement structures with a 24-year maintenance gap this approach to their technical monitoring would enable viable and sufficient technical solutions to be implemented in order to enhance life cycles.

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Conclusions

1.A fundamentally new approach to technical monitoring of flexible road pavements which relies on the total density of the dissipated energy on the surface of a road structure allows the residual resource of road pavements to be determined considering statistical distributions of structural parameters of flexible road pavements such as elasticity modules and damping coefficients and the relevant maintenance measures to be specified.

2.The density of the dissipated energy under the dynamic impact of the calculated load which is calculated based on the area of a dynamic hysteresis loop is suggested as an energy index. The approaches to designing dynamic hysteresis loops are set forth at the design stage using a mechanical and mathematical model of a dynamic stress-strain of a road structure and based on instrumental evaluations using cutting-edge, high-productivity equipment.

3.An experimental approach to a damping coefficient of flexible road pavements was developed for the operation stage using the results of natural measurements of amplitude-time characteristics of displacements under a shock load.

4.During natural and laboratory studies it was found that the distribution of elasticity modulus of layers of flexible road pavements and their damping coefficients obeys a logarithmically normal law. Laws of changes in the main parameters of a logarithmically normal law (mathematical anticipation and dispersion) in the operation of road pavements were identified.

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