A high modulus anti-fatigue asphalt concrete anti-fatigue property test device and method

Abstract

The present invention discloses a high modulus anti-fatigue asphalt concrete anti-fatigue property test device, comprising: a test table, a mounting bracket fixedly installed on the top of the test table, a cylinder fixedly installed on the top of the mounting bracket, a driving rod fixedly connected to the output end of the cylinder, the driving rod passes through the upper end surface of the mounting bracket and extends to the bottom of the mounting bracket, an upper pressure block is fixedly connected to the end surface of the driving rod, a fixed bracket is fixedly connected to the driving rod, a fixed groove is opened on the top of the test table, and the fixed bracket extends to the inner side of the fixed groove. The present invention conducts strict performance tests on asphalt mixtures under different ratios by applying pressure from top to bottom simultaneously, thereby improving the speed of device detection, so that the performance parameters of asphalt can be quickly obtained, a data model can be established, and the performance of asphalt can be specifically analyzed, which is conducive to the preparation of high modulus asphalt concrete that meets engineering needs and is economical.

Description

Technical Field

[0001] The invention relates to the field of asphalt concrete preparation, and in particular to a high modulus anti-fatigue asphalt concrete anti-fatigue property test device and method. Background Art

[0002] High modulus asphalt concrete, as a high-performance material in the field of modern road engineering, is gradually becoming a key material for improving the quality of road construction with its excellent performance and broad application prospects. Its core advantage lies in the scientific and rational addition of specific high modulus agents, or the direct use of carefully developed high-performance matrix asphalt, thereby greatly improving the modulus and strength indicators of asphalt mixtures. This innovative technological breakthrough not only gives the pavement material more outstanding fatigue resistance, but also significantly enhances its anti-rutting ability, providing a solid guarantee for the stability and durability of the road.

[0003] At a time when heavy traffic is becoming increasingly frequent and extreme climatic conditions are occurring frequently, high modulus asphalt concrete, with its unique advantages, is particularly suitable for the middle and lower layers of asphalt pavements. As an important part of the road structure, these layers are subjected to multiple tests from vehicle loads and the natural environment. The application of high modulus asphalt concrete can effectively disperse stress, reduce pavement deformation, and thus significantly extend the overall service life of the pavement, greatly reducing the economic and social costs caused by frequent maintenance.

[0004] In the process of asphalt production, in order to determine the specific performance of asphalt, it is necessary to test the performance of asphalt, mainly to test the anti-fatigue characteristics of asphalt concrete. The existing detection device has unsatisfactory detection effect when used, and the detection speed is slow, which is not conducive to the rapid detection of asphalt and the use of the device. Summary of the invention

[0005] The purpose of the present invention is to solve the shortcomings in the prior art and to propose a high modulus anti-fatigue property test device and method for anti-fatigue asphalt concrete.

[0006] In order to achieve the above object, the present invention adopts the following technical solutions: A high modulus anti-fatigue asphalt concrete anti-fatigue property test device, comprising: An inspection platform, a mounting bracket is fixedly installed on the top of the inspection platform, a cylinder is fixedly installed on the top of the mounting bracket, a driving rod is fixedly connected to the output end of the cylinder, the driving rod passes through the upper end surface of the mounting bracket and extends to the bottom of the mounting bracket, an upper pressure block is fixedly connected to the end surface of the driving rod, a fixing bracket is fixedly connected to the driving rod, a fixing groove is opened on the top of the inspection platform, and the fixing bracket extends to the inner side of the fixing groove, a lower pressure block is fixedly connected to the part of the fixing bracket located on the inner side of the fixing groove, the position of the lower pressure block corresponds to the upper pressure block, and a fixing structure is fixedly installed on the top of the inspection platform.

[0007] Preferably, the fixing structure includes a fixing block fixedly connected to the top of the detection table, and the fixing block is installed at both sides of the fixing groove, each of the fixing blocks is provided with a connecting groove, and a connecting shaft is rotatably connected between the inner walls of the connecting groove, a connecting rod is fixedly sleeved on the connecting shaft, and a connecting plate is slidably connected to the top of the connecting rod, an adjusting plate is fixedly connected between the inner walls of the connecting plate, an adjusting screw is threadedly connected on the adjusting plate, and the adjusting screw penetrates the adjusting plate and extends to the bottom of the adjusting plate, the bottom end of the adjusting plate is fixedly connected to a connecting pressure block, and a protective layer is wrapped around the outer side of the connecting pressure block.

[0008] Preferably, a sliding block is fixedly connected to the top end of the connecting rod, a sliding groove corresponding to the sliding block is opened at the bottom end of the connecting plate, a fixed slot passing through the sliding block is opened on the sliding block, a connecting card block is installed on the side wall of the connecting plate, the connecting card block passes through the connecting plate, and the position of the connecting card block corresponds to the fixed slot, and a connecting card rod matching the connecting card block is rotatably connected to the connecting plate.

[0009] Preferably, a torsion spring is fixedly connected to the inner wall of the connecting groove, the torsion spring is sleeved on the outer side of the connecting shaft, and one end of the torsion spring away from the inner wall of the connecting groove is fixedly connected to the side wall of the connecting rod.

[0010] Preferably, the side walls of the upper pressing block and the lower pressing block are both rounded, and the upper pressing block and the lower pressing block are connected to the corresponding driving rod and the fixing bracket through threads.

[0011] Preferably, the detection platform is provided with a controller corresponding to the cylinder.

[0012] A method for testing the fatigue properties of high modulus fatigue-resistant asphalt concrete comprises the following steps: S1. Determine vehicle load; The design of newly built asphalt pavement in my country follows scientific and rigorous principles and adopts the theory of multi-layer elastic layered system under the action of double-circle vertical uniformly distributed load. This theory is widely used in the analysis and calculation of asphalt pavement structure, and its maturity and reliability have been tested by time. In the design process, the standard axle load BZZ-100 is selected as the calculation load. This load standard can fully reflect the actual effect of the vehicle on the road surface. At the same time, the tire pressure is accurately set to 0.7MPa. The determination of this value fully considers the contact pressure distribution between the tire and the road surface, as well as the different effects of different models and different loads on the road surface, so as to facilitate the experiment of asphalt concrete. S2, mechanical response index; At present, pavement structure design is gradually tending to adopt the mechanical-empirical method. This method combines mechanical analysis with practical experience, providing a more accurate and reliable basis for pavement design. In the mechanical-empirical method, the determination of key mechanical indicators is crucial, which is directly related to the performance and durability of the pavement structure. These indicators are carefully selected according to the specific type of pavement structure and the material parameters selected. After in-depth research and reference to several representative asphalt pavement design methods in the world, we summarized the close relationship between typical pavement failure types and their corresponding mechanical response indicators. For fatigue failure of asphalt layers, we use the tensile strain at the bottom of the asphalt layer as the key response indicator, which can intuitively reflect the fatigue resistance of the asphalt layer under repeated loads. The permanent deformation of the roadbed is evaluated by the compressive strain response indicator on the top surface of the roadbed, which can effectively reveal the long-term stability of the roadbed under load. In addition, in order to address the common problem of fluid rutting damage, the shear stress response index inside the structural layer is selected, which can accurately reflect the shear resistance of the pavement structure under the wheel load. At the same time, in order to comprehensively evaluate the overall stiffness of the pavement structure, the road surface deflection response index is used, which can reflect the overall deformation of the pavement structure under the load from a macroscopic perspective. The reasonable selection and application of these mechanical response indicators can make the pavement structure design more scientific, effectively improve the performance and durability of the pavement, and lay a solid foundation for building a safer, more comfortable and durable transportation network. S3. Establishment of three-dimensional finite element model of full-thickness asphalt concrete pavement structure; For the mechanical response analysis of the pavement structure, a three-dimensional model can be used for static analysis. The model size is 3m in overall thickness, 6m in length and width. According to JTG D50-2017 "Asphalt Pavement Design Specifications", double-circle vertical uniformly distributed loads are used in asphalt pavement design. The reference pavement standard axle load calculation parameters are used. The modeling analysis uses a three-dimensional model, and the load action area is equivalent to a rectangle. The single-wheel load action width d=0.213m, the action length L=0.168m, and regarding the model boundary conditions, a completely fixed constraint is applied below the model, horizontal constraints are applied on the left and right sides of the model, that is, constraints in the x direction, vertical constraints are applied on the front and rear sides, that is, constraints in the y direction, and no constraints are applied above. S4, pavement structure mechanical response; The mechanical response analysis of the structure was carried out using ABAQUS software. At the same time, the full-thickness pavement structure without HMAC was used as a control group to determine the flexural strain of asphalt, the compressive strain at the top of the roadbed, the shear stress strain, and the deflection response strain.

[0013] Compared with the prior art, the beneficial effects of the present invention are as follows: by applying pressure from top to bottom simultaneously, the performance of asphalt mixtures under different mix ratios can be strictly tested, thereby improving the speed of device detection, so that the performance parameters of asphalt can be quickly obtained, a data model can be established, and the performance of asphalt can be specifically analyzed, which is conducive to the preparation of high-modulus asphalt concrete that meets engineering needs and is economical. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 A three-dimensional structural schematic diagram of a high modulus anti-fatigue asphalt concrete anti-fatigue property test device and method proposed by the present invention; Figure 2 A schematic diagram of the three-dimensional structure of a fixed block of a high modulus anti-fatigue asphalt concrete anti-fatigue property test device and method proposed by the present invention; Figure 3 A pavement standard axle load calculation parameter diagram of a high modulus anti-fatigue asphalt concrete anti-fatigue property test device and method proposed by the present invention; Figure 4 A pavement structure calculation point map of a high modulus anti-fatigue asphalt concrete anti-fatigue property test device and method proposed by the present invention.

[0015] In the figure: 1 testing table, 2 mounting bracket, 3 cylinder, 4 driving rod, 5 upper pressure block, 6 fixing bracket, 7 lower pressure block, 8 fixing groove, 9 fixing block, 10 connecting groove, 11 connecting rod, 12 connecting plate, 13 connecting clamping rod, 14 connecting clamping block, 15 adjusting plate, 16 connecting pressure block, 17 adjusting screw, 18 connecting shaft, 19 torsion spring, 20 sliding block, 21 sliding groove. DETAILED DESCRIPTION

[0016] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments.

[0017] Reference Figure 1-Figure 4 , a high modulus anti-fatigue asphalt concrete anti-fatigue property test device, comprising: A testing platform 1, a mounting bracket 2 is fixedly installed on the top of the testing platform 1, a cylinder 3 is fixedly installed on the top of the mounting bracket 2, a driving rod 4 is fixedly connected to the output end of the cylinder 3, the driving rod 4 passes through the upper end surface of the mounting bracket 2 and extends to the bottom of the mounting bracket 2, an upper pressing block 5 is fixedly connected to the end surface of the driving rod 4, a fixing bracket 6 is fixedly connected to the driving rod 4, a fixing groove 8 is opened on the top of the testing platform 1, and the fixing bracket 6 extends to the inner side of the fixing groove 8, a lower pressing block 7 is fixedly connected to the part of the fixing bracket 6 located on the inner side of the fixing groove 8, and the position of the lower pressing block 7 corresponds to the upper pressing block 5, and a fixing structure is fixedly installed on the top of the testing platform 1; The asphalt is fixed to the test platform 1 through a fixing structure, and then the cylinder 3 is started. The output end of the cylinder 3 pushes the driving rod 4 to move up and down, so that the upper pressing block 5 and the lower pressing block 7 move up and down together, and the asphalt is pressurized from both sides. By observing the deformation state of the asphalt, the performance information of the asphalt is collected. Based on this information, a model can be established to determine the anti-fatigue characteristics of the asphalt; The fixing structure includes a fixing block 9 fixedly connected to the top of the detection table 1, and the fixing block 9 is installed at both sides of the fixing groove 8, each fixing block 9 is provided with a connecting groove 10, and a connecting shaft 18 is rotatably connected between the inner walls of the connecting groove 10, a connecting rod 11 is fixedly sleeved on the connecting shaft 18, and a connecting plate 12 is slidably connected to the top of the connecting rod 11, and an adjusting plate 15 is fixedly connected between the inner walls of the connecting plate 12, and an adjusting screw 17 is threadedly connected to the adjusting plate 15, and the adjusting screw 17 penetrates the adjusting plate 15 and extends to the bottom of the adjusting plate 15, and a connecting pressure block 16 is fixedly connected to the bottom end of the adjusting plate 15, and a protective layer is provided on the outer side of the connecting pressure block 16; Place the two ends of the asphalt in the connecting plates 12 on both sides respectively, rotate the adjusting screw 17 to move the connecting pressing block 16, and let the connecting pressing block 16 press on the asphalt to fix it; The top of the connecting rod 11 is fixedly connected with a sliding block 20, the bottom of the connecting plate 12 is provided with a sliding groove 21 corresponding to the sliding block 20, the sliding block 20 is provided with a fixed card slot passing through it, the side wall of the connecting plate 12 is installed with a connecting card block 14, the connecting card block 14 passes through the connecting plate 12, and the position of the connecting card block 14 corresponds to the fixed card slot, and the connecting plate 12 is rotatably connected with a connecting card rod 13 matching the connecting card block 14; After the sliding block 20 is fixed and clamped by the connecting clamp block 14 and the connecting clamp rod 13, the connecting plate 12 cannot slide relative to the connecting rod 11. Therefore, during the experiment, when the asphalt is under pressure, the connecting rod 11 and the connecting plate 12 will rotate, so that the relevant data of shear stress and strain can be collected; The inner wall of the connecting groove 10 is fixedly connected with a torsion spring 19, which is sleeved on the outer side of the connecting shaft 18, and one end of the torsion spring 19 away from the inner wall of the connecting groove 10 is fixedly connected to the side wall of the connecting rod 11, and the torsion spring 19 plays the role of assisting the connecting shaft 18 to return to its original position; The side walls of the upper pressing block 5 and the lower pressing block 7 are both rounded to facilitate the upper pressing block 5 and the lower pressing block 7 to pressurize the asphalt, and the upper pressing block 5 and the lower pressing block 7 are connected to the corresponding driving rod 4 and the fixing bracket 6 by threads, so the upper pressing block 5 and the lower pressing block 7 can be easily replaced; the detection table 1 is equipped with a controller corresponding to the cylinder 3, the controller and the cylinder 3 are matching existing equipment, and the force output by the output end of the cylinder 3 is controlled by the controller; A method for testing the fatigue properties of high modulus fatigue-resistant asphalt concrete comprises the following steps: S1. Determine vehicle load; The design of newly built asphalt pavement in my country follows scientific and rigorous principles and adopts the theory of multi-layer elastic layered system under the action of double-circle vertical uniformly distributed load. This theory is widely used in the analysis and calculation of asphalt pavement structure, and its maturity and reliability have been tested by time. In the design process, the standard axle load BZZ-100 is selected as the calculation load. This load standard can fully reflect the actual effect of the vehicle on the road surface. At the same time, the tire pressure is accurately set to 0.7MPa. The determination of this value fully considers the contact pressure distribution between the tire and the road surface, as well as the different effects of different models and different loads on the road surface, so as to facilitate the experiment of asphalt concrete. S2, mechanical response index; At present, pavement structure design is gradually tending to adopt the mechanical-empirical method. This method combines mechanical analysis with practical experience, providing a more accurate and reliable basis for pavement design. In the mechanical-empirical method, the determination of key mechanical indicators is crucial, which is directly related to the performance and durability of the pavement structure. These indicators are carefully selected according to the specific type of pavement structure and the material parameters selected. After in-depth research and reference to several representative asphalt pavement design methods in the world, we summarized the close relationship between typical pavement failure types and their corresponding mechanical response indicators. For fatigue failure of asphalt layers, we use the tensile strain at the bottom of the asphalt layer as the key response indicator, which can intuitively reflect the fatigue resistance of the asphalt layer under repeated loads. The permanent deformation of the roadbed is evaluated by the compressive strain response indicator on the top surface of the roadbed, which can effectively reveal the long-term stability of the roadbed under load. In addition, in order to address the common problem of fluid rutting damage, the shear stress response index inside the structural layer is selected, which can accurately reflect the shear resistance of the pavement structure under the wheel load. At the same time, in order to comprehensively evaluate the overall stiffness of the pavement structure, the road surface deflection response index is used, which can reflect the overall deformation of the pavement structure under the load from a macroscopic perspective. The reasonable selection and application of these mechanical response indicators can make the pavement structure design more scientific, effectively improve the performance and durability of the pavement, and lay a solid foundation for building a safer, more comfortable and durable transportation network. S3. Establishment of three-dimensional finite element model of full-thickness asphalt concrete pavement structure; For the mechanical response analysis of the pavement structure, a three-dimensional model can be used for static analysis. The model size is 3m in overall thickness, 6m in length and width. According to JTG D50-2017 "Asphalt Pavement Design Specifications", double-circle vertical uniformly distributed loads are used in asphalt pavement design. The reference pavement standard axle load calculation parameters are used. The modeling analysis uses a three-dimensional model, and the load action area is equivalent to a rectangle. The single-wheel load action width d=0.213m, the action length L=0.168m, and regarding the model boundary conditions, a completely fixed constraint is applied below the model, horizontal constraints are applied on the left and right sides of the model, that is, constraints in the x direction, vertical constraints are applied on the front and rear sides, that is, constraints in the y direction, and no constraints are applied above. S4, pavement structure mechanical response; The mechanical response analysis of the structure was carried out using ABAQUS software. At the same time, the full-thickness pavement structure without HMAC was used as a control group to determine the flexural strain of asphalt, the compressive strain at the top of the roadbed, the shear stress strain, and the deflection response strain.

[0018] In the present invention, when the device is in use, the connecting block 14 and the connecting rod 13 are first removed to allow the connecting rod 11 and the connecting plate 12 to slide, and then the two ends of the asphalt are respectively set in the connecting plates 12 on both sides, and the adjusting screw 17 is rotated to move the connecting pressure block 16, so that the connecting pressure block 16 is pressed on the asphalt to fix it, and then the cylinder 3 is started, and the output end of the cylinder 3 pushes the driving rod 4 to move up and down, so that the upper pressure block 5 and the lower pressure block 7 move up and down together, and the asphalt is pressurized from the upper and lower sides. At the same time, after the sliding block 20 is fixed and clamped by the connecting block 14 and the connecting rod 13, the connecting plate 12 cannot slide relative to the connecting rod 11. Therefore, during the experiment, when the asphalt is subjected to pressure, the connecting rod 11 and the connecting plate 12 will rotate, so that the relevant data of shear stress strain can be collected, and the performance information of the asphalt can be collected by observing the deformation state of the asphalt. Based on this information, a model can be established to determine the anti-fatigue characteristics of the asphalt.

[0019] The above description is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can make equivalent replacements or changes according to the technical scheme and inventive concept of the present invention within the technical scope disclosed by the present invention, which should be covered by the protection scope of the present invention.

Claims

1. A high modulus anti-fatigue asphalt concrete anti-fatigue property test device, characterized in that: include: A testing platform (1), wherein a mounting bracket (2) is fixedly mounted on the top of the testing platform (1), a cylinder (3) is fixedly mounted on the top of the mounting bracket (2), a driving rod (4) is fixedly connected to the output end of the cylinder (3), the driving rod (4) passes through the upper end surface of the mounting bracket (2) and extends to the bottom of the mounting bracket (2), an upper pressing block (5) is fixedly connected to the end surface of the driving rod (4), a fixing bracket (6) is fixedly connected to the driving rod (4), a fixing groove (8) is formed on the top of the testing platform (1), and the fixing bracket (6) extends to the inner side of the fixing groove (8), a lower pressing block (7) is fixedly connected to the part of the fixing bracket (6) located inside the fixing groove (8), and the position of the lower pressing block (7) corresponds to that of the upper pressing block (5), and a fixing structure is fixedly mounted on the top of the testing platform (1).

2. A high modulus anti-fatigue asphalt concrete anti-fatigue property testing device according to claim 1, characterized in that: The fixing structure comprises a fixing block (9) fixedly connected to the top of the detection platform (1), and the fixing block (9) is installed at both sides of the fixing groove (8), each of the fixing blocks (9) is provided with a connecting groove (10), the inner walls of the connecting groove (10) are rotatably connected with a connecting shaft (18), a connecting rod (11) is fixedly sleeved on the connecting shaft (18), the top of the connecting rod (11) is slidably connected with a connecting plate (12), an adjusting plate (15) is fixedly connected between the inner walls of the connecting plate (12), an adjusting screw (17) is threadedly connected to the adjusting plate (15), and the adjusting screw (17) passes through the adjusting plate (15) and extends to the bottom of the adjusting plate (15), the bottom end of the adjusting plate (15) is fixedly connected with a connecting pressure block (16), and the outer side of the connecting pressure block (16) is wrapped with a protective layer.

3. A high modulus anti-fatigue asphalt concrete anti-fatigue property test device according to claim 2, characterized in that: The top end of the connecting rod (11) is fixedly connected to a sliding block (20), the bottom end of the connecting plate (12) is provided with a sliding groove (21) corresponding to the sliding block (20), the sliding block (20) is provided with a fixed slot passing through the sliding block, a connecting block (14) is installed on the side wall of the connecting plate (12), the connecting block (14) passes through the connecting plate (12), and the position of the connecting block (14) corresponds to the fixed slot, and a connecting rod (13) matching the connecting block (14) is rotatably connected to the connecting plate (12).

4. A high modulus anti-fatigue asphalt concrete anti-fatigue property test device according to claim 2, characterized in that: A torsion spring (19) is fixedly connected to the inner wall of the connecting groove (10), the torsion spring (19) is sleeved on the outer side of the connecting shaft (18), and one end of the torsion spring (19) away from the inner wall of the connecting groove (10) is fixedly connected to the side wall of the connecting rod (11).

5. The high modulus anti-fatigue asphalt concrete anti-fatigue property testing device according to claim 1 is characterized in that: The side walls of the upper pressing block (5) and the lower pressing block (7) are both rounded, and the upper pressing block (5) and the lower pressing block (7) are connected to the corresponding driving rod (4) and the fixing bracket (6) through threads.

6. The high modulus anti-fatigue asphalt concrete anti-fatigue property testing device according to claim 1 is characterized in that: The detection platform (1) is provided with a controller corresponding to the cylinder (3).

7. A method for testing the fatigue properties of high modulus fatigue-resistant asphalt concrete, characterized in that: The following steps are involved: S1. Determine vehicle load; The design of newly built asphalt pavement in my country follows scientific and rigorous principles and adopts the theory of multi-layer elastic layered system under the action of double-circle vertical uniformly distributed load. This theory is widely used in the analysis and calculation of asphalt pavement structure, and its maturity and reliability have been tested by time. In the design process, the standard axle load BZZ-100 is selected as the calculation load. This load standard can fully reflect the actual effect of the vehicle on the road surface. At the same time, the tire pressure is accurately set to 0.7MPa. The determination of this value fully considers the contact pressure distribution between the tire and the road surface, as well as the different effects of different models and different loads on the road surface, so as to facilitate the experiment of asphalt concrete. S2, mechanical response index; At present, pavement structure design is gradually tending to adopt the mechanical-empirical method. This method combines mechanical analysis with practical experience, providing a more accurate and reliable basis for pavement design. In the mechanical-empirical method, the determination of key mechanical indicators is crucial, which is directly related to the performance and durability of the pavement structure. These indicators are carefully selected according to the specific type of pavement structure and the material parameters selected. After in-depth research and reference to several representative asphalt pavement design methods in the world, we summarized the close relationship between typical pavement failure types and their corresponding mechanical response indicators. For fatigue failure of asphalt layers, we use the tensile strain at the bottom of the asphalt layer as the key response indicator, which can intuitively reflect the fatigue resistance of the asphalt layer under repeated loads. The permanent deformation of the roadbed is evaluated by the compressive strain response indicator on the top surface of the roadbed, which can effectively reveal the long-term stability of the roadbed under load. In addition, in order to address the common problem of fluid rutting damage, the shear stress response index inside the structural layer is selected, which can accurately reflect the shear resistance of the pavement structure under the wheel load. At the same time, in order to comprehensively evaluate the overall stiffness of the pavement structure, the road surface deflection response index is used, which can reflect the overall deformation of the pavement structure under the load from a macroscopic perspective. The reasonable selection and application of these mechanical response indicators can make the pavement structure design more scientific, effectively improve the performance and durability of the pavement, and lay a solid foundation for building a safer, more comfortable and durable transportation network. S3. Establishment of three-dimensional finite element model of full-thickness asphalt concrete pavement structure; For the mechanical response analysis of the pavement structure, a three-dimensional model can be used for static analysis. The model size is 3m in overall thickness, 6m in length and width. According to JTG D50-2017 "Asphalt Pavement Design Specifications", double-circle vertical uniformly distributed loads are used in asphalt pavement design. The reference pavement standard axle load calculation parameters are used. The modeling analysis uses a three-dimensional model, and the load action area is equivalent to a rectangle. The single-wheel load action width d=0.213m, the action length L=0.168m, and regarding the model boundary conditions, a completely fixed constraint is applied below the model, horizontal constraints are applied on the left and right sides of the model, that is, constraints in the x direction, vertical constraints are applied on the front and rear sides, that is, constraints in the y direction, and no constraints are applied above. S4, pavement structure mechanical response; The mechanical response analysis of the structure was carried out using ABAQUS software. At the same time, the full-thickness pavement structure without HMAC was used as a control group to determine the flexural strain of asphalt, the compressive strain at the top of the roadbed, the shear stress strain, and the deflection response strain.

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