钢桥类外文翻译--大跨度钢桥桥面上环氧沥青混凝土铺装.doc

石家庄铁道大学四方学院毕业论文Epoxy asphalt concrete paving on the deck of long-span steel bridgesUnder the influence of traffic load, wind load, temperature change and other factors, stress and deformation of paving system is very complicated when paving the long-span orthotropic steel bridge deck. So the weight of the paving structure should be very light and the paving material should have the properties such as high bonding power, impermeability, and so on. At present, paving projects are primarily classified into four types: Gussasphalt project, mostly used in Germany and Japan; mastic asphalt project, typically in England; stone mastic asphalt (SMA), a kind of modified asphalt lately used in Germany and Japan; and epoxy asphalt, mostly adopted in USA. Epoxy asphalt concrete is a kind of high strength and flexible material by adding thermosetting epoxide resin and solidified agent into asphalt. As a paving material, epoxy asphalt is mainly applied for steel bridge deck in USA, Canada and Australia, especially in USA. But this material has never been used for paving bridge deck in China until its application in the SNYRB. These years, the construction of long-span bridges in China has developed very fast. Many paving techniques of Japan and England have been adopted in constructing bridges. However, these techniques are not completely applicable for the particular climate and traffic conditions in China. Furthermore, the steel girder box structure, once universally used by foreign countries, has been applied in long-span bridges recently constructed in China, and the highest temperature of the paving of bridge deck in most areas of China can reach 70. So the paving material must possess the higher temperature stability. The paving layer of many bridges was damaged shortly after being put into use. In fact, the paving technique of steel bridge deck depends to a large extent on the structure of steel bridge deck and natural environment. Deep and systematic research on paving of steel bridge deck is very limited in China. In this paper, the composition design of epoxy asphalt concrete, its characteristics and service performance of the mixture, bond performance of epoxy asphalt concrete with steel plate, the fatigue test of complex girder formed by the steel plate and epoxy asphalt concrete, are firstly and systematically studied. In addition, epoxy asphalt concrete is successfully applied in the paving of steel bridge deck of the SNYRB, and the paving layer of the bridge has shown an excellent performance after it has been put in use for more than one year.According to different purposes, epoxy asphalt can be classified into two types: material for bonding layer (type Id) and for binder (type ). Commonly, epoxy asphalt is made out of two components: component A (epoxy resin) and component B (homogeneous complex composed by petroleum asphalt and solidified agent). If the two components have bad compatibility, medium should be added.Requirements of epoxy asphalt concrete for aggregate are rather strict. Aggregate should be clean, rigid, wear proof and non-acid minerals with 100% broken surface. Its favorite shape should be a cube. Light color is better to reduce the heat caused by solar radiation in high-temperature seasons. Limestone flour is used as filling mineral and contains at least 90% limestone, but none active lime should be used. From the experience of key projects and general consideration of all kinds of test index (most tests are Los Angeles abrasion tests), basalt from the Huashang Mountain in Jurong is chosen as the aggregate for the SNYRB. The results for all characteristic tests are as follows: Los Angeles abrasion loss is 10.6% (after 500 rotation cycles), the crash value is 8.6%, the polishing value (psv) is 52, water-absorbing capacity is 1.0%, compression strength is 138 MPa, binding power is 4-level, sand equivalent is 50 and the slender and flat particles form a proportion less than 2.65%.The fatigue life-span of the paving layer could be extended by using fine graded aggregate. However, macroscopic roughness would be reduced accordingly and so would the sliding strength of pavement under moist conditions. After a lot of comparison with the test results, gradation and the forbidden zone of Superpaves aggregate gradation are shown in Fig. 1 .Fig. 1. Grading design of aggregate for the SNYRB.From the investigation on failures, the loss of the binding power between the paving layers and the steel plate generally takes place between the asphalt mixture and the rustproof layer for the deficiency of binding intensity of the binding layer. Normally, the material for the binding layer is a heat-sealing binding material, solvent bonder or thermosetting binding material. Based on the results of tests, epoxy asphalt, a kind of thermosetting adhesive material, is chosen for the binding layer for the SNYRB. Epoxy asphalt has great intensity and elongation capacity. At 23, the strength of extension is 8.1 MPa,and the breakage elongation percentage is 232%. In the shearing test by steer plate, the shearing strength is 6.84 MPa at 19 and 100 MPa at 60. The results show that the intensity of epoxy asphalt is greater than that of any other binding materials. To compare the bond strength between the epoxy zinc primer paint or the inorganic silica acid zinc paint and the paving layer, the steel plate is coated respectively with these two rustproof paints in the tension test. Tests are carried out at low (02), room (232) and high temperatures (602), respectively. The values are 7.13, 1.55 and 0.92 MPa for inorganic silica acid and zinc paint respectively and they are 4.24 and 2.23 MPa for the failure plane taking place between the bonder and elongation point and not less than 0.97 MPa for epoxy zinc primer paint. It indicates that epoxy zinc primer paint has better binding strength with the paving layer. In addition, all the failure planes of the sample have not occurred between the two paving layers, which shows that the interlayer binding strength is enough and reliable when the paving of the bridge deck is spread with two layers respectively.The optimum asphalt applied level for the epoxy asphalt mixture was determined by the Marshall test and other material performances were made through the tracking test, soaking Marshall test and so on. To further understand the performance of the epoxy asphalt mixture, several other kinds of asphalt mixtures were tested for contrast.The void ratio is an important index for the composition design of the epoxy asphalt mixture. The required void ratio is 3% due to the characteristics of the epoxy asphalt mixture. Considering that the difference exists between the solidification process in laboratory and paving process in the spot, the optimum ratio of stone to oil was determined to be 6.7% after the performance test on the unsolidified sample.The intensity of epoxy asphalt concrete was measured by the Marshall test, splitting test, bending test and compression test, respectively. The test results were compared with Gussasphalt concrete, SMA and dense-graded modified asphalt concrete.Stability of the Marshall test.By comparing the results of the Marshall test of un-solidified samples with those of the solidified sample (the average room temperature was 15), the stability of the un-solidified sample increased as the time went on. But that of the solidified samples is greater than the un-solidified ones and this is one of the common properties of epoxy asphalt concrete, which are different from other common types of the asphalt mixture. It shows that the treatment at a high temperature has a good influence on the mechanical properties of epoxy asphalt concrete.The performance test shows that the epoxy asphalt concrete has good temperature stability (Table 1). The Marshall stability and splitting performance of the solidified sample are much better than those of the un-solidified ones, indicating that high temperature has played an important role in the formation of binding strength. Therefore, it is favorable to pave the bridge deck at high temperature.Bending contrast test results of SMA and AC modified asphalt samples are shown in Table 2. The bending intensity of epoxy asphalt concrete is 16.4 MPa, far greater than that of AC modified asphalt. The deformation degree (deflection at the span center) of the epoxy asphalt concrete is smaller than that of the other two materials. In addition, at 20 the compression intensity is 40 MPa using the uniaxial compression test.Table 1 Results of splitting performance test of solidified epoxy asphalt concrete samplesTemperature/ Horizontal deformation undermaximum load/mmMaximum load/kNVoid ratio (%) Splitting intensity/MPaStiffness modulus/MPa250.56060.71.916.01111300.31093.02.029.042683150.315131.62.0712.903774Table 2 Bending test for different kinds of asphalt mixture (at 15)MaterialDamage strength/MPaMaximum strainBending stiffness modulus/MPaAC modified asphalt mixture5.95 1.05610-2563SMA4.731.32510-2355Epoxy asphalt mixture16.46.37210-32574Deformability and low temperature properties of epoxy asphalt concrete. Low temperature properties and the deformability of the epoxy asphalt concrete asphalt mixture are tested by bending and splitting tests at low temperature. Results of the splitting test at low temperature are shown in Table 3. Contrasted with SMA and AC modified asphalt mixture, epoxy asphalt mixture performs better at the low temperature. With the decrement of the temperatures, the maximum strain of SMA and AC modified asphalt mixtures fell to a greater extent than that of epoxy asphalt (contrasted with the test result at 15).At 60 and 70, the dynamic stability of the AC modified asphalt mixture is 2193 and 695 (times/mm) and that of SMA is 2562 and 694 (times/mm), respectively. For epoxy asphalt concrete, the deformation at 60 is almost 0 and the dynamic stability 5460 (times/ mm) at 70. Therefore, both the dynamic stability and the temperature property of epoxy asphalt are much better than those of other two kinds of asphalt mixture. At the same time, epoxy asphalt concrete shows super water stability in the soaking Marshall test. Therefore, epoxy asphalt concrete has a better resistance against water damage.If the thermal shrinkage coefficient of paving layer differs too much from that of the steel plate, cracking and slipping may take place under the temperature stress. Because shrinkage often fails in the low-temperature area, the temperature for our experiment is set between -15 and 5 when the lineal shrinkage coefficient of epoxy asphalt concrete is between (1.3 2.5 10-5) and (1.1 1.410-5) for the steel plate. The difference of the shrinkage coefficient for the paving layer and the steal plate is not too large and almost remains 0 especially at low temperature.Researches on indirect tension (splitting) methods in recent years demonstrated that the indirect tension test can be used to describe the fatigue characteristics of the asphalt mixture. Splitting tests on the epoxy asphalt mixture, SMA, Gussasphalt concrete mixture and high grade modified asphalt concrete showed that the fatigue resistance performance of epoxy asphalt is the best.Fatigue performance of epoxy asphalt concrete paving of steel bridge deck can be more accurately reflected when paving layer and the steel plate are considered as a total subject investigated. According to the calculation results of the finite element analysis, maximal tensile stress and tension strain of the paving layer occur on the top of U type rib stiffener (Fig. 2, point A) under traffic load, with their directions vertical to driving course. Ta king point A as the center of a circle, the beam with 300 mm span and 100 mm width is intercepted on the bridge deck. Load and support are shown in Fig. 2. The loading force in the fatigue test can be equivalently converted based on stress, namely, the maximal tensile stress on the paving layer of complex beam is equal to that on paving layer of the bridge. When the load force of the fatigue test was 5 kN, beam loading wave was sine, and the loading frequency was 10 Hz, the complex beam 2 showed no damage at room temperature of 18 over circulatory load with 5 kN, the maximal value for 12000000 times, indicating that the designed epoxy asphalt concrete paving system can meet the traffic and load requirements for 15 years at room temperature. To further test the overload resistant property of the bridge deck, complex beam 4 was utilized. It was still not damaged at room temperature of 18 when the loading force was increased to 6 kN (the minimal value was still 0.5 kN) and the load with a 6 kN kept circulatory and constant for 12000000 times. Complex beam 5 cracks in the middle of the span after having been loaded circularly with a maximal value of 12 kN and minimal value of 0.5 kN for 85000 times. Complex beam 6 cracked in the middle of the span after a circulatory load with maximal value of 10 kN and minimal value of 0.5 kN for 480000 times.Table 3 Bending test s for different kinds of asphalt mixture (-15)Materialdamage strength/MPaMaximum strain（10-6） Bending stiffness modulus/MPaAC modified asphalt mixture8.9832.310705SMA7.5741.710172Epoxy asphalt mixture 20.4156.513367 The SNYRB is a continuous box-girder cable-stayed bridge with a total length of 1238 m and a span of 628 m. It is the longest in China and the 3rd longest in the world in all cable-stayed bridges. Paving technique of the steel bridge deck is a key point of long-span steel bridge construction, which is still not well solved in the world, so this is the most difficult technique in construction of the SNYRB. All-welded, single box and single compartment box-girder is used in the South Main Bridge of the SNYRB. The bridge deck of steel box-girder has an orthotropic plate structure with a thickness of 14 mm. The range of the design temperature of the paving material is -1570. According to the traffic analysis and 20% overload estimation, the average daily traffic flowing density each year in the future 15 years of the SNYRB is predicted to be 39000 middle-sized vehicles. The paving material of the SNYRB is epoxy asphalt concrete and the thickness of pavement layer is 50 mm. The SNYRB is the first example that epoxy asphalt concrete was used on the long-span steel bridge deck. In order to guarantee the paving quality two layers with 25 mm each were laid on the bridze surface, 0.45 L/m2 epoxy asphalt was spread between the two layers for a better fixation. The binding material between the steel deck and epoxy asphalt is epoxy asphalt with a density of 0.68 L/. Epoxy zinc primer is chosen as the rust proof paint with a thickness of 4080 mm. The special waterproof layer is not designed in the bridge deck paving system because the binding layer and rust proof paint function as the waterproof materials. The SNYRB was put into use on March 26, 2000. Epoxy asphalt concrete paving of the bridge deck worked very well at low temperature of -14 and high temperature of +68, Now, the situation of the bridge deck is very good.Based on the experiments indoors and outdoors, epoxy asphalt concrete shows obvious advantage when used as paving material of the steel bridge deck. Many in-door research results show that epoxy asphalt concrete has stricter requirements than other mixtures in molding temperature and time, molding process, compactness, etc. What is more, the building of epoxy asphalt concrete should be tested on road before the practical compactness, and further study on construction process and quality control are needed for the paving on bridge deck. Recently, this technique has been used in many key projects of China, such as Runyang Yangtze River Bridge, Hangzhou Gulf Bridge and Sutong Yangtze River Bridge. These achievements have shown a good application prospect in paving long-span steel bridges.文献翻译大跨度钢桥桥面上环氧沥青混凝土铺装 大跨度钢桥桥面铺装在交通荷载、风荷载、温度变化等因素的作用下，对桥面铺装体系的应力和变形非常复杂。所以铺装结构的重量应该很轻而且铺路材料应具备粘合力，高抗渗性等性能。目前，铺设项目主要分为四种类型：浇注式沥青混凝土工程，主要用在德国和日本；沥青玛蹄脂项目，通常在英国；沥青玛蹄脂碎石（SMA），一种最近在德国和日本的改性沥青；环氧沥青，大多在美国采用。环氧沥青混凝土是一种在热固性环氧树脂，在沥青中加入高强度弹性材料和固化剂。作为钢桥面的环氧沥青铺装材料，主要用于美国，加拿大和澳大利亚，尤其是在美国。但在中国这种材料直到应用在SNYRB之后才被用于桥面铺装。这些年来，在中国的大跨度桥梁的建设发展很快。许多日本和英国的摊铺工艺已在桥梁建设采用。然而，在中国的特定气候、交通条件下这些技术并不完全适用。此外，自从钢箱梁结构被国外普遍使用后，中国最近的构造就已应用于大跨度桥梁，而且在中国大部分地区的最高温度可达到70的情况下的桥面铺装。因此，铺路的材料必须具有较高的温度稳定性。许多桥梁的铺装层被投入使用后不久后就已损坏。事实上，钢桥面铺装技术在很大程度上依赖于钢桥面铺装结构和自然环境。中国对钢桥面铺装系统的深入研究是非常有限的。在本文中，首先系统地研究了环氧沥青混凝土的组成设计，其特点和混合料的使用性能，对钢板的环氧沥青混凝土的粘结性能，由钢板和环氧沥青混凝土复合梁的疲劳试验的形成。此外，环氧沥青混凝土成功应用于SNYRB的钢桥面铺装，而且在桥梁的铺装层已投入使用一年以上后表现出优良的性能。根据不同的用途，环氧沥青可分为两种类型：粘结层材料（类型）和粘合剂（型）。通常，环氧沥青是由两部分组成：组件A（环氧树脂）和组件B（用石油沥青的组成和固化剂均匀的复合物）。如果这两个组件的兼容性差，介质应增加。 聚合环氧沥青混凝土的要求是相当严格的。骨料应清洁，刚性，耐磨和非酸矿物100%破裂面。它最好的形状应该是一个立方体。光亮的颜色是更好的减少在高温季节太阳辐射引起的热。石灰石粉作为填充矿产和含有至少90%的石灰石，但不应使用活性石灰。从重点项目和各种试验指标综合考虑经验（大多数测试是洛杉矶磨耗试验），在句容的华商山选择的玄武岩为SNYRB骨料。 所有特性试验结果如下：洛杉矶磨耗损失总量106 %（500后的旋转周期），坠毁的值是8.6%，磨光值（PSV）为52，吸水率为1%，抗压强度为138 MPa，结合功率级，砂当量为50和细长扁平颗粒形成的比例不超过2.65%。 对铺装层的疲劳寿命可以延长使用细级配集料。然而，宏观粗糙度也会相应减少，因此会滑路面强度在潮湿条件下。大量的试验结果比较后，级配和级配禁区的图1所示。 图1snyrb的级配总设计从失败的调查，铺装层与钢板通常发生的沥青混合料与结合层结合强度不足的防锈层之间的结合力的损失。通常，对粘结层材料是一种热密封粘结材料，溶剂粘结剂或热固性粘合材料。根据试验结果，环氧沥青，一种热固性粘合剂材料，被选定为snyrb结合层。环氧沥青具有很好的强度和伸长率的能力。在23，抗拉强度为8.1 MPa，断裂伸长率为23.2%。在剪切试验的控制板，剪切强度为6.84 MPa和100 MPa。结果表明，环氧沥青混凝土的强度是大于任何其他材料结合。比较了环氧富锌底漆、无机硅酸锌涂料和铺装层之间的粘结强度，钢板表面涂防锈漆中分别与这两个拉伸试验。测试是在低进行（02），室（232）和高温（602），该值分别为是7.13MPa，1.55MPa和0.92 MPa的无机硅酸锌涂料分别是4.24和2.23 MPa的破坏面发生之间的粘结剂和伸长点和不小于0.97 MPa的环氧富锌底漆。结果表明，环氧富锌底漆涂料具有良好的结合强度与铺层。此外，样品的所有故障的飞机没有铺装层之间发生，这表明层间结合强度是足够的，可靠的桥面铺装铺两层分别。最佳沥青的环氧沥青混合料的应用水平的马歇尔试验和其他材料