水泥砼旧路面加铺沥青砼路面层中防反射裂缝的主要措施简析

水泥混凝土路面是我国城市道路的主要类型，在旧水泥混凝土路面上加铺沥青混凝土面层是改善路面使用性能、提高路面使用寿命的主要措施之一。本文简要分析了反射裂缝产生的机理，以及各主要技术措施能防止或延缓反射裂缝的机理。     

如何预防水泥混凝土路面的裂缝和断板

介绍了水泥混凝土路面几种常见裂缝类型,并进行了简要的原因分析,提出了预防水泥混凝土路面裂缝(或断板)的措施。     

水泥混凝土路面裂缝的成因及其防治

文章通过对水泥砼路面产生裂缝内外因素进行分析，结合公司近几年来住宅小区和厂矿道路已建成通车的水泥混凝土路面的使用情况，从设计、施工、养护三方面分析了水泥混凝土路面破坏的原因及其预防和处治措施，对水泥混凝土路面裂缝的产生及避免进行了一些探讨。     

水泥混凝土道路的后期维护

对八钢地区已建水泥混凝土道路在使用期间出现的裂缝现象进行了分析 ,揭示了水泥混凝土路面后期维护工作的重要性 ,并提出了一些维护工作的具体方法。     

试析水泥砼路面板真空灌浆技术应用

水泥混凝土路面在我国已有多年的使用历史,是我国公路路面主要形式之一,在我国公路网构成中占有较大比重.它具有强度高、刚度大、受温度影响小、使用寿命长等优点.但水泥混凝土路面接缝较多,对超载较为敏感,易发生脱空、唧泥、裂缝等先期病害,从而导致路面的破损.如何治理与预防脱空、唧泥等病害,搞好水泥混凝土路面的养护,延长公路的使用寿命,改善其通行能力,具有十分重要的意义.     

橡胶沥青应力吸收层在旧路面改造中的应用

分析了水泥混凝土路面沥青加铺层反射裂缝的产生机理,介绍橡胶沥青应力吸收层良好的抗反射裂缝效果及其路用性能.结合金溪县秀谷中大道改造工程的设计、施工情况,阐述了橡胶沥青应力吸收层在旧路面改造中的应用.     

浅谈水泥混凝土路面早期裂缝的成因与防治

以温差大、地材质量较差的施工条件下新建的水泥混凝土路面为例,对其出现早期裂缝的原因进行分析,并提出裂缝的预防和处理措施。     

混凝土路面裂缝原因分析及防控措施

本文对贵溪冶炼厂混凝土路面破坏现象进行深入研究 ,分析了混凝土路面裂缝的原因 ,提出了防控混凝土路面裂缝的措施     

钢铁厂水泥混凝土路面裂缝原因分析与防治措施

阐述了河北钢铁集团唐钢公司南区内水泥混凝土路面常见裂缝的原因与防治措施。     

浅谈公路沥青混凝土路面裂缝破坏的修复

公路沥青混凝土路面裂缝的成因是非常复杂的,由于成因的不同裂缝在路面结构的垂向深度相差较大,很多专著已有详细论述,同时也在防治措施方面做了很多研究.同时,往往由于裂缝的存在,路面结构(或沥青面层)下卧层在刚度或荷载传递上是不连续的,因而仅对路面结构(或沥青面层)的处理是不彻底的,修补效果较差.     

Assessment of Retrofit Dowel Benefits in Cracked Portland Cement Concrete Pavements

A parametric study was conducted using the finite-element rigid pavement program ISLAB2000. For cracks that utilize aggregate interlock as the sole means of load transfer, the integrity of the cracks was initially modeled using the aggregate interlock factor. A subsequent analysis was then performed on the same cracks for the case where both dowel bars and aggregate interlock were available for load transfer purposes. The latter scenario represents the case where dowel bar retrofitting (DBR) has been performed on the cracks. In both cases, the deflection load transfer efficiency and critical slab tensile stresses were computed in order to examine the immediate theoretical benefits of the dowel bars. The validity of these theoretical benefits was tested using data from falling-weight deflectometer testing on DBR sites in both Michigan and Washington. It was found that installation of dowel bars did not increase the load transfer efficiency for cracks that had levels greater than 89–95%, depending on pavement parameters. When temperature gradients were not considered, little change in tensile stress due to a load at the crack was exhibited when DBR was performed on cracks that had load transfer efficiency levels less than 70–80%.     

Lessons Learned from Field and Laboratory Testing of a DBR Project

Where faulting takes place due to the absence of dowel bars and inadequate subbase support in jointed concrete pavement (JCP), dowel bar retrofit (DBR) is used to improve load transfer efficiency (LTE) and to prevent further faulting of slabs at transverse joints. Even though DBR generally improves LTEs and overall performance of JCPs, not all DBR projects have been successful. Faulting reoccurred within 2?years after DBR treatment on US59 in Texas. An investigation from the cores taken in the project revealed excessive voids under a dowel bar due to poor consolidation of the grouting material. A laboratory investigation was performed to determine the most critical factors for adequate consolidation of grouting materials in DBR. Typical rapid-setting grout materials widely used in DBR were selected and full-scale specimens were made for evaluations. Four testing variables for consolidation performance were investigated: time of placement after mixing, vibration time, slot width, and maximum aggregate size. Maximum aggregate size and slot width were not critical factors for consolidation performance of grout. The most significant factor was vibration time. Twenty s of vibration is recommended. Placement time was also an important factor, with grout materials placed after initial set performing poorly. Delayed placement of grout materials without vibration led to the most voids under the dowel bars.     

Fatigue Behavior and Retrofit Investigation of Distortion-Induced Web Gap Cracking

This paper studies a Kansas Department of Transportation welded plate girder bridge that developed fatigue cracks at small web gaps close to the girder top flange. Repair had been previously performed by softening the connection plate end with a slot retrofit, but cracks were recently found to have reinitiated at some of the repaired details and are again propagating. A comprehensive finite-element method study was performed to investigate the cracking behavior observed in the bridge and to recommend appropriate measures for future bridge retrofit. The analytical results show that stresses developed at the top flange web gaps could exceed yielding under the loading of an HS15 fatigue truck. The current slot repair used in the bridge was found to have introduced higher magnitude fatigue stresses in the web gap. To achieve a permanent repair of the bridge, it is recommended that a welded connection plate to flange attachment be used during future bridge retrofit. The web gap details should be able to withstand unlimited number of load cycles once this additional repair is performed.     

铜连铸坯中裂纹和孔洞的形成机理和工艺控制研究

分析了SCR连铸连轧生产线铜连铸坯中常见的裂纹和孔洞缺陷类型,探讨了在连铸过程中铜铸坯中裂纹和孔洞缺陷的形成机理和可能原因,并提出了减少裂纹和孔洞缺陷的工艺控制措施。研究认为,铜连铸坯中裂纹的形成与铸坯的高温力学性能、铸坯的应变行为、凝固冶金行为和铸造机设备运行状态有关;孔洞的形成主要与熔铸过程中的水蒸汽、浇铸速度、涂炭层不均匀以及浇铸温度不稳定有关;通过对铜原料的处理和熔炼气氛、涂炭工艺和铸造轮干燥工艺的控制以及铜液的过热度、浇铸速度和冷却效果的控制,可以有效减少铜连铸坯中孔洞和裂纹缺陷的出现。     

Performance of Dowel Bar Retrofit Projects in Texas

In Texas, many miles of plain jointed concrete pavement (JCP) were constructed without proper load transfer devices such as dowels. After a number of years of service, some JCP sections without dowels showed distresses in the form of faulting at transverse joints. Some of the sections were designed in accordance with the AASHTO 1986 Guide, which required 50–75?mm thicker slabs in exchange for not using dowels. This pavement design did not work, with faulting at transverse joints that cause poor ride. Dowel bar retrofit (DBR) was performed on four projects to restore the pavement condition. Overall, DBR restored load transfer efficiency and resulted in improvement of ride quality. Even where the subbase stiffness is 5–10 times less than the minimum value required for proper performance of JCPs, properly installed DBR effectively restored pavement condition with minimum faulting after decades of service. Therefore, it indicated that DBR is able to minimize the faulting even where there is poor base/subgrade support. This is significant in that there are no effective and practical methods to improve subbase conditions in existing concrete pavement, whereas DBR can restore pavement conditions at a reasonable cost. However, not all DBR projects were successful. In one DBR project, faulting in the range of 6.4–9.5?mm occurred after less than 2 years of treatment. Forensic investigation revealed voids under the dowel bars, which indicates poor consolidation of the grout material. Efforts are currently underway in TxDOT to improve specifications for grout materials and DBR construction.     

Resistance of Membrane Retrofit Concrete Masonry Walls to Lateral Pressure

This paper first describes the current state of analysis for the response of unreinforced concrete masonry walls subjected to lateral uniform pressure. The formulation is based on the initial elastic response, the subsequent initiation of cracks and the nonlinear rocking response, and the eventual large displacement and potential collapse. The necessary equations are developed for these phases in the form of a resistance function. The paper then incorporates membrane retrofit materials to strengthen the wall’s resistance to lateral pressure, and develops the necessary resistance function equations. In blast tests, membrane retrofit unreinforced masonry walls have experienced severe cracking and large displacements without collapse. This is of high interest to the Department of Defense, the protection of diplomatic facilities, and the construction industry impacted by hurricanes and other high wind events. The paper concludes with examples that demonstrate application of membrane retrofits indeed increase the resistance of the wall to lateral pressure.     

Surface Cracks in Wire Rod Rolling

Surface defects in wire rod and bar rolling are common and well‐known to mill people. Nowadays, surface defects are not accepted on high‐alloyed steel wire rods. The steel making, casting and rolling processes give rise to defects. Also, the final handling of the wire and bar can destroy the surface. In this work, artificial V‐shaped cracks in the longitudinal direction were investigated for different reduction series. The false round‐oval series are known as a series for high quality steels and are usually better than square–oval series. Experiments confirmed that in the false round‐oval sequences a surface crack in the groove bottom may open up during rolling at the same time as its depth is reduced, which is a beneficial situation. Surface cracks found at 45° to the rolling direction, at groove “corners” and on free surfaces will be closed or reduced in depth. The closing of cracks is detrimental since the cracks usually hide rolled‐in oxides beneath the bar surface. The experiments showed that for the subsequent oval–false round sequence the visible crack at the groove bottom will be closed and become shallower. The cracks at 45° and on the free sides will also be closed, but deeper causing a serious surface defect. An FE‐analysis was carried out, explaining the experimental results. Flat oval grooves are better than round ovals and false rounds are superior to square for opening and decreasing the depth of a longitudinal crack. It is difficult to eliminate a surface defect constituting a closed crack.     

连铸方坯表面角部横裂纹的控制

对预应力钢棒用的30MnSi连铸方坯表面角部横裂纹的产生原因进行了分析。通过采用合理的工艺优化措施,控制了裂纹的产生,生产出无缺陷铸坯,成功开发、生产出预应力钢棒用钢。     

Potential Retrofit Methods for Concrete Channel Beam Bridges Using Glass Fiber Reinforced Polymer

The structural response of deteriorated channel beam bridge girders and channel beam bridge decks with and without glass fiber reinforced polymer (GFRP) retrofit is found from design calculations, experimental load testing, and finite element analysis. Two different types of GFRP retrofit materials are investigated including a traditional fabric wrap and a new spray material. The effects of GFRP retrofit on channel beam bridge girder and channel beam bridge structural parameters are summarized and the accuracy of design calculation methods for quantifying structural response of channel beam bridge girders retrofit with GFRP is determined.     

Validation of 3DFE Analysis of Rigid Pavement Dynamic Response to Moving Traffic and Nonlinear Temperature Gradient Effects

The response of dowel jointed concrete pavements to the combined effect of nonlinear thermal gradient and moving axle load is examined using three-dimensional finite-element (3DFE) modeling. The 3DFE-computed response to moving axle load was field validated versus measured concrete slab response to a fully loaded moving dump truck. The 3DFE-predicted slab curling due to nonlinear thermal gradient through the slab thickness was validated versus: (1) corner-dowel bar bending as measured using instrumented dowel embedded in an instrumented rigid pavement section in West Virginia; and (2) Westergaard’s closed-form solution. The effects of slab thickness, slab length, axle loading position, and axle type on slab stresses are examined. It is shown that while a negative temperature gradient reduces the intensity of traffic-induced stresses, positive temperature gradient increases it several fold. Formulas are developed for the computation of the peak principal stresses due to the combined effect of tandem axle load and nonlinear thermal gradient.