毕业设计论文 外文文献翻译 地表路面故障的机制.docVIP

外文翻译 PAGE PAGE 14 外文翻译 原 文 At the intermediate temperature (25oC), the critical stress states could be located at pavement surface within the area between dual tires or at the bottom of the HMA layer. This indicates that the cracking could initiate from the bottom of the HMA layer or the pavement surface. However, the surface-initiated cracking potential may increase as the effect of thermal stress increases, present of construction defects (segregation or joint between pavers), and development of binder brittleness due to aging. At the high temperature (45oC), the relatively high pavement surface failure potential was found within the area between dual tires, while the most critical stress state was located at a shallow dept h of the HMA layer (around 50 mm). This is probably due to the combined effects of the localized tire contact stresses and the high shear within the HMA layer. This indicates that “what appeared to be surface cracking” could initiate from some distance below the pavement surface in conjunction with the distortional deformation. This suggestion is supported by laboratory findings. Shear deformation was observed in the cyclic wheel test at high temperature and cracks were initiated 25 mm below the surface (19, 20). From an energy dissipation point of view, the energy dissipation of damaged material could be in the form of creating fracture surfaces or plastic deformation or the combination of both. At intermediate to high temperatures, the viscoelastic behavior of HMA plays an important role in pavement near-surface failure. Cracks developed at surface or near-surface could be tensile-induced (Mode I) or shear-induced (Mode II). Under tensile stresses, crack may initiate and open in bending, however, shear-induced cracking usually develops at a location where relatively high shear stresses and low confinement. Due to the high cohesion, HMA may prevent shearing by dilation and developing secondary tensile that could result in micro-cracks.