EXPERIMENTAL STUDY ON THE EFFECT OF AN EPOXY ASPHALT CONCRETE PAVEMENT ON AN ORTHOTROPIC STEEL DECK
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摘要: 某悬索桥钢箱梁采用正交异性钢桥面板，运行数年后钢桥面板构件连接部位出现了4种疲劳裂纹，为考察新换环氧沥青混凝土铺装对疲劳敏感部位受力影响，建立了有限元模型，开展了长达6年的现场试验，试验涵盖原铺装、铺装铲除、新铺装三种状态，测试了疲劳敏感部位的受力及构件变形规律，开展了考虑温度影响的疲劳寿命改善效果分析研究。结果表明：6年试验期内环氧沥青混凝土铺装与钢桥面板组合受力处于稳定状态，在低温环境下，疲劳敏感部位1~4应力改善效果分别为80%、14%、32%、46%；4个疲劳敏感部位应力与温度线性关联，线性速率分别为−4.00、0.64、1.89、1.91；将实测应力统一至年均温度后，新铺装对部位1疲劳寿命相对改善较大，约提高了2.95倍，对部位4疲劳寿命改善次之，约提高1.64倍，对于部位2、3疲劳寿命改善效果不明显，高温环境下部位2、3开裂可能性仍较大。Abstract: The steel orthotropic deck was used in the steel box girder of a suspension bridge. Four types of fatigue cracks were discovered at some connections of the orthotropic deck during service. Subsequently the pavement on the deck was replaced with epoxy asphalt concrete. To analyze the effect of the new pavement on the fatigue sensitive regions, a finite element model was established and field bridge tests were conducted at three states, namely, original pavement, surfacing, and new pavement. The test lasted for 6 years under the new pavement state. The stress and deformation of the fatigue sensitive regions were measured. The fatigue life improvement was analyzed considering the temperature based on the measured data. The results show that the epoxy asphalt concrete pavement was in a stable working state during the test period, that the stress improvement effects in the fatigue sensitive regions 1 to 4 were 80%, 14%, 32%, 46% in a low temperature environment, respectively. The stresses of the four fatigue sensitive regions were linearly correlated with the temperature, and the linear ratios are −4.00, 0.64, 1.89, 1.91, respectively. After normalizing the measured stress by the average annual temperature, the fatigue life was improved by 2.95 times in region 1, and by 1.64 times in region 4. The fatigue lives in regions 2 and 3 were not improved obviously, and the cracking probabilities of regions 2 and 3 were still high in a high temperature environment.
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图 11 典型测点主拉应力与横向加载位置关系
Figure 11. Principal tensile stress with transverse loading line
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图 12 典型测点主拉应力与纵向加载轮位关系
Figure 12. Principal tensile stress with longitudinal loading wheel position
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图 15 疲劳敏感部位实测应力与温度关系
Figure 15. Stress of sensitive regions of fatigue crack with temperature
表 1 试验工况安排
Table 1 Arrangement of field test
试验代号 铺装状态 试验时间 温度/(℃) 加载车重量/kg 前轴 后轴 原-10-12 原铺装 2010-12-05 17.1 10500 33200 除-10-12 铲除后 2010-12-10 16.0 11100 32100 新-11-01 新铺装 2011-01-07 14.6 10800 33600 新-11-08 新铺装 2011-08-09 31.4 9400 31900 新-12-01 新铺装 2012-01-06 8.3 9300 33800 新-12-06 新铺装 2012-06-26 29.4 9800 31700 新-16-01 新铺装 2016-01-16 12.1 8700 30800 
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表 2 实测与理论计算结果对比
Table 2 Measured and theoretical calculation results
分项 应力/MPa 变形/mm 部位1 部位2 部位3 部位4 D2 D3 实测 −51.10 123.60 102.00 91.50 2.44 2.61 理论 −60.00 145.80 101.80 84.80 2.27 2.35 实测/理论 0.85 0.85 1.00 1.08 1.07 1.11
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表 3 不同测试部位历次试验不利值统计
Table 3 Statistics of critical measurements of corresponding regions
试验工况 应力/MPa 挠度/mm 部位1 部位2 部位3 部位4 面板 U肋 原-10-12 −132 136 119 119 3.1 3.3 除-10-12 −179 142 125 139 3.2 3.6 新-11-01 −51 124 102 91 2.5 2.5 新-11-08 −112 135 119 114 3.2 2.9 新-12-01 −40 120 79 69 2.2 2.3 新-12-06 −129 133 122 113 3.0 3.3 新-16-01 −35 122 85 75 2.4 2.5
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表 4 应力及变形改善效果
Table 4 Stress and deflection improvement effects
试验工况 应力改善效果/(%) 变形改善效果/(%) 部位1 部位2 部位3 部位4 面板 U肋 原-10-12 27 4 5 14 6 8 新-11-01 71 13 19 34 23 30 新-11-08 37 5 5 18 1 21 新-12-01 78 16 37 51 33 36 新-12-06 28 6 3 19 8 10 新-16-01 80 14 32 46 27 31
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表 5 新铺装对疲劳敏感部位寿命相对改善效果
Table 5 Relative fatigue life improvement of sensitive regions with new pavement
考察部位 1 2 3 4 Δσ1/MPa −132 136 119 119 Δσ2/MPa −92 129 108 101 (Δσ1/Δσ2)m 2.95 1.17 1.35 1.64
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