Asphalt pavement dynamic response numerical simulation method and device under coupling of wheel rolling and environment

Abstract

The invention provides an asphalt pavement dynamic response numerical simulation method and device under wheel rolling and environment coupling, and belongs to the technical field of computer simulation. The method comprises the following steps: constructing a three-dimensional finite element model of the asphalt pavement, simplifying a vehicle load into a wheel load by the model, and applying an angular velocity and a vertical load on a wheel so as to simulate the influence of a wheel rolling state on the pavement; all structural layers of the pavement are regarded as porous media, and under the heat-water-force three-field coupling effect, a control equation is constructed on the basis of a force balance equation in combination with the effective stress principle and the generalized Hooke theorem; the control equation is used for simultaneously simulating the influence of temperature, humidity and wheel rolling on the pavement structure; and finite element simulation is developed, and the dynamic response of the asphalt pavement structure is calculated by adopting a control equation. Therefore, by considering the complete coupling of the temperature, humidity and wheel rolling state to the pavement, the pavement dynamic response calculation accuracy is improved, and a basis is provided for asphalt pavement fatigue life prediction.

Description

Technical Field

[0001] The present application relates to the field of computer simulation technology, and in particular to a method and device for numerically simulating the dynamic response of an asphalt pavement under the coupling of wheel rolling and the environment. Background Art

[0002] To improve the accuracy and reliability of asphalt pavement life prediction, some existing technologies have established asphalt pavement life prediction models that couple environmental and load analysis. By modifying various model parameters (such as temperature, humidity, and load influence), the purpose of accurately predicting asphalt pavement life can be achieved. Other existing technologies use the elastic layered theory system and improved genetic algorithms to process monitoring data from intelligent particle sensors, inversely calculate the dynamic modulus of each layer of the pavement structure, and thus indirectly estimate the pavement service life.

[0003] However, these methods struggle to fully understand the interaction mechanisms between temperature, humidity, and stress fields. Consequently, existing research cannot quantitatively analyze the degree of interaction between these different physical fields, nor can it accurately calculate the dynamic response of asphalt pavement under multi-field coupling. Therefore, there is a need for an improved technical solution that addresses these shortcomings of existing technologies. Summary of the Invention

[0004] The purpose of this application is to provide a method and device for numerical simulation of the dynamic response of asphalt pavement under the coupling of wheel rolling and environment, so as to solve or alleviate the problems existing in the above-mentioned prior art.

[0005] In order to achieve the above objectives, this application provides the following technical solutions:

[0006] This application provides a numerical simulation method for the dynamic response of asphalt pavement under the coupling of wheel rolling and environment, including:

[0007] Constructing a three-dimensional finite element model of an asphalt pavement, wherein the three-dimensional finite element model of the asphalt pavement simplifies the vehicle load into the wheel load, applies angular velocity and vertical load to the wheel to simulate the effect of the wheel rolling state on the pavement;

[0008] Treating each pavement structural layer as a porous medium, governing equations are constructed based on the force balance equation under the coupled thermal, hydraulic, and mechanical fields, combined with the effective stress principle and generalized Hooke's theorem. These governing equations are used to simultaneously simulate the effects of temperature, humidity, and wheel rolling on the pavement structure.

[0009] A finite element simulation is carried out and the control equations are used to calculate the dynamic response of the asphalt pavement structure.

[0010] In one possible implementation, the control equation is expressed as follows:

[0011]

[0012] Where λ and μ are Lame constants; is the Laplace operator; u l is the tensor component of the displacement, where l represents the tensor index; ε V,l Represents the volume strain with respect to coordinate x l The partial derivative of ; α0, β0 represent the coupling coefficients; p represents the pore water pressure; p ,l Represents the pore water pressure with respect to coordinate x l The partial derivative of θ represents the temperature, θ ,l Represents the temperature relative to the coordinate x l The partial derivative of f l represents the body force component.

[0013] In one possible implementation, constructing a three-dimensional finite element model of an asphalt pavement includes:

[0014] Construct the geometric model of asphalt pavement structure and divide the grid density;

[0015] Define the material parameters of stress field, temperature field and humidity field of road materials;

[0016] Set the material properties of each pavement structural layer and define solid, liquid, and temperature field boundary conditions.

[0017] In a possible implementation, the constructing of the three-dimensional finite element model of the asphalt pavement further includes: setting a speed load function on the wheel, wherein the speed load function is used to control the speed of the wheel in the acceleration phase and the uniform speed phase.

[0018] In one possible implementation, constructing a three-dimensional finite element model of an asphalt pavement further includes:

[0019] A three-dimensional viscoelastic artificial boundary is applied at the boundary of the three-dimensional finite element model of the asphalt pavement to simulate the propagation law of stress waves at the solid boundary.

[0020] In one possible embodiment, a three-dimensional viscoelastic artificial boundary is applied at the boundary of the three-dimensional finite element model of the asphalt pavement, specifically: a spring-damper element is set at the truncation boundary of the three-dimensional finite element model of the asphalt pavement, and the stiffness and damping coefficient of the spring-damper element are set.

[0021] In one possible implementation, a finite element simulation is performed and the control equation is used to calculate the dynamic response of the asphalt pavement structure, specifically:

[0022] The finite element simulation is set as a two-stage simulation, which includes a static analysis stage and an implicit dynamic analysis stage, and a restart is used to switch between the two stages;

[0023] In the static analysis stage, based on the foundation-road system, the initial static stress field considering the gravity of the pavement structure is generated through finite element software simulation;

[0024] In the implicit dynamic analysis stage, vertical loads are applied to the wheels, and the speed of the wheels in the acceleration and uniform speed stages is controlled using the speed load function. The control equation is used to perform dynamic calculations to obtain the dynamic response of the asphalt pavement structure.

[0025] This embodiment provides a numerical simulation device for the dynamic response of an asphalt pavement under the coupling of wheel rolling and the environment, comprising:

[0026] a model building unit configured to build a three-dimensional finite element model of an asphalt pavement, wherein the three-dimensional finite element model of the asphalt pavement simplifies a vehicle load into a wheel load, applies an angular velocity and a vertical load to the wheel, and simulates the effect of the wheel rolling state on the pavement;

[0027] A control equation construction unit is configured to treat each structural layer of the pavement as a porous medium and construct control equations based on the force balance equation under the coupled effects of thermal, hydraulic, and mechanical fields, combined with the effective stress principle and generalized Hooke's theorem. The control equations are used to simultaneously simulate the effects of temperature, humidity, and wheel rolling on the pavement structure.

[0028] The simulation calculation unit is configured to carry out finite element simulation and calculate the dynamic response of the asphalt pavement structure using the control equation.

[0029] This embodiment provides an electronic device, characterized in that it includes: a memory for storing instructions executed by one or more processors of the electronic device; and a processor, which, when the processor executes the instructions in the memory, enables the electronic device to implement the steps of the numerical simulation method for the dynamic response of asphalt pavement under the coupling of wheel rolling and environment provided in any of the above embodiments.

[0030] A computer-readable storage medium stores instructions which, when executed on a computer, implement the steps of the method for numerically simulating the dynamic response of an asphalt pavement under the coupling of wheel rolling and the environment provided in any of the above embodiments.

[0031] The technical solution of the embodiment of the present application has the following beneficial effects:

[0032] The technical solution of this application constructs a three-dimensional finite element model of an asphalt pavement, simplifies vehicle loads into wheel loads within the model, and applies angular velocity and vertical loads to the wheels, enabling the finite element model to simulate the effects of wheel rolling on the pavement. Simultaneously, the pavement's structural layers are treated as porous media. Under the coupled effects of thermal, hydraulic, and mechanical fields, governing equations are constructed based on force balance equations, combined with the effective stress principle and generalized Hooke's theorem. These governing equations are used to simultaneously simulate the effects of temperature, humidity, and wheel rolling on the pavement structure. Finite element simulations are then performed, and the governing equations are used to calculate the dynamic response of the asphalt pavement structure. In this way, by employing a fully coupled method, the temperature, humidity, and stress fields are simultaneously coupled within the same model, and the coupled effects of temperature, humidity, and wheel rolling on the pavement are simultaneously considered to calculate the pavement's dynamic response. This provides a theoretical basis for selecting parameters such as material and thickness during pavement structure design and for predicting the fatigue life of newly constructed asphalt pavements. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 A schematic flow chart of a method for numerically simulating the dynamic response of an asphalt pavement under the coupling of wheel rolling and the environment according to some embodiments of the present application.

[0034] Figure 2 This is a schematic structural diagram of an electronic device provided according to some embodiments of the present application.

[0035] Figure 3 Schematic diagram of the numerical analysis model, where (a) is the three-dimensional finite element model of the asphalt pavement and (b) is a schematic diagram of the cross-section of the asphalt pavement structure.

[0036] Figure 4 Schematic diagram of the verification and acceleration strategy for rolling wheel-rail contact analysis, where (a) is a schematic diagram of the wheel speed changing with time, and (b) is a time history curve of the vertical position of the nodes on the wheel circumference.

[0037] Figure 5 Schematic diagram of the accelerated loading test, where (a) is the ALF-600 pavement accelerated loading test equipment, (b) is a schematic diagram of the pavement structure, and (c) is a schematic diagram of the sensor layout.

[0038] Figure 6 Schematic diagram comparing the first principal stress under conditions of considering gravity and not considering gravity.

[0039] Figure 7 Schematic diagram of excess pore water pressure distribution under different physical fields. DETAILED DESCRIPTION

[0040] Multi-field coupling involves fluid mechanics, thermodynamics, solid mechanics, and materials science, and is a multidisciplinary problem. Coupling is difficult and computationally expensive, so existing models typically use sequential coupling to calculate the mechanical response of pavement structures. Furthermore, the impact of the initial static stress field on the dynamic calculation results is not considered when constructing the model. Specifically, the sequential coupling method first calculates the temperature and humidity fields, and then imports the results of the temperature and humidity fields into the stress field. This essentially changes the initial conditions of the model and does not truly achieve complete water-heat-force coupling. Therefore, sequential coupling cannot fully resolve the mechanism of action of the temperature, humidity, and stress fields, resulting in existing research being unable to quantitatively analyze the degree of interaction between different physical fields and accurately calculate the dynamic response of asphalt pavement under multi-field coupling.

[0041] Research has found that temperature, humidity, and the dynamic impact of wheels have a tightly coupled, synergistic effect on the dynamic response of asphalt pavements. Specifically, the pavement structure is affected by the coupled effects of temperature and humidity, and the wheel's rolling motion exerts an impact on the pavement, leading to changes in stress, strain, and excess pore water pressure within the pavement structure. Consequently, traditional methods express the relationship between temperature and humidity as a sequential coupling and use this as the theoretical basis for multi-field coupled finite element simulations. The resulting simulation results deviate somewhat from engineering practice. Because the fatigue life prediction of pavement structural layers is closely related to the dynamic response of asphalt pavements, in order to build long-life asphalt pavements, it is necessary to calculate the dynamic response of asphalt pavements under wheel rolling conditions, taking into account the combined effects of temperature, humidity, and dynamic loads. This provides a reference for predicting the fatigue life of newly constructed asphalt pavements.

[0042] In view of this, this application proposes a numerical simulation method for the dynamic response of asphalt pavement under the coupling of wheel rolling and environment. This scheme adopts a full coupling method to couple the temperature field, humidity field and stress field in the same model at the same time, taking into account the influence of wheel rolling, and calculates the dynamic response of the pavement, providing a theoretical basis for the selection of parameters such as materials and thickness in pavement structure design and the prediction of fatigue life of newly built asphalt pavements.

[0043] The embodiments of the present application are described below with reference to the accompanying drawings.

[0044] This embodiment provides a numerical simulation method for the dynamic response of asphalt pavement under the coupling of wheel rolling and environment. The method is suitable for the selection of pavement structure materials and structural design as well as the prediction of fatigue life. Figure 1 As shown, the method includes steps S101 to S103:

[0045] Step S101: construct a three-dimensional finite element model of an asphalt pavement. The three-dimensional finite element model of an asphalt pavement simplifies the vehicle load into the wheel load, applies angular velocity and vertical load to the wheel, and simulates the influence of the wheel rolling state on the pavement.

[0046] In this embodiment, the asphalt pavement is a composite structural system consisting of a surface layer, a base layer, a subbase layer, and necessary functional layers. Under the influence of external loads (such as vehicle loads) and environmental factors (such as temperature changes and moisture intrusion), it exhibits typical viscoelastic, temperature-dependent, and time-dependent mechanical response characteristics.

[0047] Finite Element Model (FEM) is a numerical method used to solve mathematical models in complex physical phenomena. It divides a complex continuous object into small, simple parts (called "finite elements"), then analyzes each small part and obtains the response of the entire system through numerical calculation.

[0048] A three-dimensional finite element model of asphalt pavement (also known as a numerical analysis model, or simply a model) is a numerical analysis tool based on finite element theory. By dividing the actual asphalt pavement structure into a finite number of cells and applying material properties, boundary conditions, and loads to these cells, it simulates and analyzes the pavement's mechanical behavior in three dimensions. Due to the complex structure of asphalt pavements and the complex coupling between loads and the environment, a three-dimensional finite element model can more realistically reproduce actual pavement behavior.

[0049] It should be noted that the existing model simplifies the vehicle load into a moving load when calculating the dynamic response of the asphalt pavement under multi-field coupling.

[0050] Here, a moving load is a load whose magnitude, direction, or position is not fixed and may change over time or space. Specifically, a moving load is typically generated by a vehicle, train, or other mechanical equipment traveling on a road or track. These loads gradually change position within the structure as the vehicle moves.

[0051] However, existing moving loads fail to consider the continuous and stable rolling of wheels on the road surface, the friction between the wheels and the road surface, and the acceleration stage of the vehicle during driving.

[0052] Analysis revealed that when a vehicle travels on an asphalt road, its wheels continuously roll, impacting the surface. This wheel rolling involves contact, material, and geometric nonlinearities, making it prone to nonconvergence and wheel detachment. When the coupling of temperature, humidity, and wheel rolling is considered, the model calculation becomes extremely complex, making nonconvergence highly likely.

[0053] Based on this, this embodiment takes into account that the vehicle first undergoes an acceleration phase and then maintains a constant speed during driving. Due to the geometric analysis, contact nonlinearity, and material nonlinearity of the wheel during rolling, as well as the coupling between the fluid and the asphalt mixture in the model, when the wheel speed is accelerated to a very high level in a very short period of time, the wheel may lift off the road surface, resulting in inaccurate load transmission to the substructure.

[0054] During vehicle driving, the vehicle transfers the vehicle load of the superstructure to the wheels, and further transfers it to the pavement structure. The wheels are the "bridge" connecting the vehicle and the pavement. Therefore, in this embodiment, in order to better simulate the actual vehicle driving process, the asphalt pavement three-dimensional finite element model simplifies the vehicle load into the wheel load, and applies angular velocity and vertical load to the wheels to realize the simulation of the vehicle load.

[0055] Furthermore, in order to solve the non-convergence problem of the wheels during rolling, preferably, constructing a three-dimensional finite element model of the asphalt pavement also includes: setting a speed load function on the wheels, and the speed load function is used to control the speed of the wheels in the acceleration stage and the uniform speed stage.

[0056] Figure 4 This figure shows the validation and acceleration strategy for rolling wheel-rail contact analysis. Specifically, it illustrates the validation of wheel-rail contact analysis, showing the time-varying wheel speed. (a) shows the time-varying wheel speed, and (b) shows the time-varying vertical position of nodes on the wheel circumference.

[0057] like Figure 4 In (a), the wheel speed accelerates as follows: starting from 0, the speed gradually increases, and within a few seconds, the wheel speed reaches v0 (e.g., v0 = 80 km / h). The slope of the graph indicates that the wheel accelerates uniformly, meaning that the acceleration remains constant. The wheel speed increases significantly during the first t0 seconds, then enters a plateau (reaching v0), where the speed remains constant.

[0058] During acceleration, the linear velocity of the wheels increases as their angular velocity increases. Therefore, considering the acceleration phase and assigning different angular velocities to the wheels, we conduct large-scale parallel computational analysis to find a reasonable acceleration strategy. The criterion for determining whether a strategy is reasonable is to ensure that the wheels continuously and stably roll on the road without severe slippage or prolonged detachment from the road.

[0059] like Figure 4 In (b), the horizontal axis represents the change in time, and the vertical axis represents the vertical displacement of the node on the wheel circumference. If the wheel only moves forward horizontally without rolling, the vertical position U of the node on the wheel circumference is y Does not change with time. If the wheel rolls forward, U y When the wheel rolls one cycle, U y Returning to its initial value and repeating periodically serves as a verification method for whether the acceleration strategy is reasonable.

[0060] In some embodiments, constructing a three-dimensional finite element model of an asphalt pavement includes:

[0061] Step S111: constructing a geometric model of the asphalt pavement structure and dividing the grid density;

[0062] Step S112: defining the stress field, temperature field, and humidity field material parameters of the road material;

[0063] Step S113: Set the material properties of each structural layer of the road surface, and define the solid, liquid and temperature field boundary conditions.

[0064] Specifically, step S111 can be implemented as follows:

[0065] The actual pavement structure is abstracted and a three-dimensional finite element water-thermal-mechanical geometric model is constructed.

[0066] Specifically, refer to Figure 3 In part (a), the upper area of ​​the diagram represents the asphalt layer (surface layer), which is typically in direct contact with vehicle loads. The area below the asphalt surface layer is the base layer, typically composed of semi-rigid, rigid, or flexible materials. Below the base layer is the subbase layer, typically composed of semi-rigid or flexible materials. Below the subbase layer is the roadbed, and below the roadbed is the foundation, which is the bottom module of the model. The pink letters (X, Y, Z) indicate the coordinate axis directions, which help determine the spatial position of the model and the direction of load application.

[0067] like Figure 3The cross-section of an asphalt pavement structure shown in (b) is abstracted into a geometric model consisting of the following structural layers: surface layer, base layer, subbase layer, roadbed, and foundation. The surface layer is further divided into an upper layer, a mid-surface layer, and a lower layer. In other words, the constructed geometric model is a three-dimensional finite element hydro-thermal-mechanical geometric model that couples the surface layer, base layer, subbase layer, roadbed, and foundation.

[0068] In the specific geometric model construction, different structural layers are simulated using three-dimensional hexahedrons. Continuous contact, smooth contact, or semi-continuous and semi-smooth contact can be used between the layers. The model's mesh density is divided according to the principle of "dense in the center, sparse in other areas." That is, in the loaded area, the mesh density is refined to ensure more accurate calculation results, while the mesh is more sparse in the unloaded area. Through continuous adjustment, the dynamic response results before and after converge to within 5%.

[0069] In step S112, the stress field, temperature field, and humidity field material parameters of the road material are defined, specifically including: stress field material parameters include Young's modulus, Poisson's ratio, and density; temperature field material parameters include thermal conductivity, specific heat capacity, and thermal expansion coefficient, road surface absorptivity, road surface emissivity, solar radiation intensity, wind speed, and convective exchange coefficient; humidity field material parameters include saturation, permeability, and porosity.

[0070] In step S113, the material properties of each structural layer of the road surface are set, and the solid, liquid, and temperature field boundary conditions are defined. This can be specifically performed as follows:

[0071] For the materials of each structural layer of the pavement, the linear elastic constitutive model or the elastic-plastic constitutive model can be used for simulation, and the thermodynamic and hydraulic parameters of each structural layer can be set.

[0072] To define the fluid seepage boundary conditions, you can use the "Define Fixity" function in ADINA software.

[0073] Define the temperature field boundary conditions, including the settings of road surface temperature, solar radiation intensity, and convection exchange coefficient.

[0074] (1) Road surface temperature

[0075] The road surface temperature can be measured on-site by placing a temperature sensor (such as a thermocouple, infrared temperature sensor, digital thermometer, etc.) on the road surface, or the air temperature in meteorological data can be used as an approximate value of the road surface temperature. This embodiment does not limit the method for obtaining the road surface temperature.

[0076] For example, the temperature load in ADINA software can be used to set the road surface temperature, and the analysis type can be set to transient analysis to achieve the temperature transmission along the depth direction of the road surface.

[0077] (2) Solar radiation intensity

[0078] Solar radiation intensity includes shortwave radiation absorbed by the road surface and effective radiation emitted from the road surface.

[0079] Considering that part of the radiation is reflected back into the atmosphere by the road surface, the shortwave radiation energy absorbed by the road surface is q s (i.e. shortwave radiation intensity) can be calculated as follows:

[0080] q s =αq,

[0081] Where: α is the solar radiation absorption rate of the road surface; q is the total solar radiation intensity.

[0082] Then, the effective radiation outward from the road is calculated as follows:

[0083] q F =εσ[(T1-T z ) 4 -(T a -T z ) 4 ],

[0084] Where: q F is the effective radiation of the road surface; ε is the emissivity of the road surface; σ is the Stefan-Boltzmann constant; Ta is the atmospheric temperature; T1 is the road surface temperature; and Tz is absolute zero.

[0085] (3) Convective exchange coefficient

[0086] Since the heat exchange between the road surface and the atmosphere is mainly affected by wind speed, the relationship between the two can be expressed as:

[0087] Hc=3.7v w +9.4,

[0088] Where Hc is the (road surface) convection exchange coefficient; v w is the daily average wind speed.

[0089] It should be noted that the existing model uses fixed boundaries to simulate the boundary effects at the model truncation point. However, in the actual operation of the vehicle, the stress waves excited by the vehicle load can theoretically be transmitted to infinity. Therefore, using fixed boundaries to simulate the boundary effects at the model truncation point can easily lead to large data errors in the calculation results at the model boundary.

[0090] Therefore, it is necessary to introduce appropriate artificial boundaries at the truncation boundaries to simulate the radiation and damping effects of stress waves at the truncation boundaries and reduce the impact of boundary effects on the calculation results. Based on this, in some embodiments, constructing a 3D finite element model of an asphalt pavement further includes applying a 3D viscoelastic artificial boundary at the boundary of the 3D finite element model of the asphalt pavement to simulate the propagation of stress waves at solid boundaries.

[0091] Furthermore, a three-dimensional viscoelastic artificial boundary is applied at the boundary of the three-dimensional finite element model of the asphalt pavement. Specifically, a spring-damper element is set at the truncation boundary of the three-dimensional finite element model of the asphalt pavement, and the stiffness and damping coefficient of the spring-damper element are set.

[0092] For example, in ADINA software, a three-dimensional viscoelastic artificial boundary can be applied at the model boundary to simulate the propagation law of stress waves at the solid boundary.

[0093] Spring-damper elements are set on the truncation boundary to impose a viscoelastic boundary, and appropriate spring stiffness and damping coefficients are selected.

[0094] Among them, the ground spring damping unit provided in the ADINA software can be used to impose a three-dimensional viscoelastic artificial boundary.

[0095] Set the stiffness and damping coefficient of the spring-damper element as follows:

[0096] For three-dimensional problems, a three-way spring-damper unit needs to be set at each boundary node. The parameter expressions of the viscoelastic boundary spring-damper element are as follows:

[0097]

[0098] C BN =ρC p ∑A i ,

[0099] C BT =ρC S ∑A i ,

[0100] Where K BN is the normal stiffness coefficient of the spring-damper unit on the boundary; K BT is the tangential stiffness coefficient of the spring-damper unit on the boundary; C BN is the normal damping coefficient of the spring damping unit on the boundary; C BT is the tangential damping coefficient of the spring damping unit on the boundary; α N is the normal correction coefficient on the boundary, ranging from 1 to 2; α Tis the tangential correction coefficient on the boundary, ranging from 0.5 to 1; G is the shear modulus of the propagation medium, G = E / 2(1+v), where: E is Young's modulus, v is Poisson's ratio; ρ is the density of the propagation medium; C P is the compression wave speed of the propagation medium, λ is the Lame constant, C s is the shear wave velocity of the propagation medium, ∑A i is the effective area shared by the artificial boundary node i; R is the distance from the boundary node to the scattered wave source.

[0101] Step S102: Treat each structural layer of the pavement as a porous medium. Under the coupling of the thermal, hydraulic, and mechanical fields, based on the force balance equation, combined with the effective stress principle and the generalized Hooke's theorem, a control equation is constructed; the control equation is used to simultaneously simulate the effects of temperature, humidity, and wheel rolling on the pavement structure.

[0102] It should be noted that under the coupling of thermal, hydraulic and mechanical fields, the force balance equation of porous media is expressed in the form of a tensor, as shown below:

[0103] σ lm,m +f l =0,

[0104] Where, subscripts l and m are tensor indices, used to indicate the component direction of the tensor; σ lm,m Represents σ lm About coordinate x m Find the partial derivative; f l is the body force component.

[0105] According to the effective stress principle and the generalized Hooke's theorem:

[0106] σ lm =λε v δ lm +2με lm -α0pδ lm -β0θδ lm ,

[0107] Where σ lm is the stress tensor; λ and μ are Lame constants; ε V is the volume strain; δ lm is the Kronecker notation; p is the pore water pressure; θ = T-T0, where T0 is the initial absolute temperature and T is the current absolute temperature; α0 and β0 are coupling coefficients.

[0108] The relationship between strain and displacement is:

[0109]

[0110] Where u l,m and u m,l They represent the partial derivatives of the displacement components with respect to the coordinates.

[0111] Therefore, the governing equations are expressed as follows:

[0112]

[0113] Where λ and μ are Lame constants; is the Laplace operator; u l is the tensor component of the displacement, where l represents the tensor index; ε V,l Represents the volume strain with respect to coordinate x l The partial derivative of ; α0, β0 represent the coupling coefficients; p represents the pore water pressure; p ,l Represents the pore water pressure with respect to coordinate x l The partial derivative of θ represents the temperature, θ ,l Represents the temperature relative to the coordinate x l The partial derivative of f l represents the body force component.

[0114] Step S103: Conduct finite element simulation and use control equations to calculate the dynamic response of the asphalt pavement structure.

[0115] Preferably, a finite element simulation is carried out and the governing equation is used to calculate the dynamic response of the asphalt pavement structure, specifically:

[0116] Step S113: setting the finite element simulation to a two-stage simulation, the two-stage simulation including a static analysis stage and an implicit dynamic analysis stage, and using restart to switch between the two stages;

[0117] Step S123: In the static analysis phase, based on the foundation-road system, an initial static stress field taking into account the gravity of the pavement structure is generated by finite element software simulation;

[0118] Step S133: In the implicit dynamics analysis phase, vertical loads are applied to the wheels, the speed of the wheels in the acceleration phase and the uniform speed phase is controlled using the speed load function, and the control equation is used to perform dynamic calculations to obtain the dynamic response of the asphalt pavement structure.

[0119] In other words, the model simulation analysis process in step S113 includes two stages: generating the initial static stress field of the foundation-road system and simulating moving loads. Generating the initial static stress field of the foundation-road system belongs to the static analysis stage, while simulating wheel rolling belongs to the implicit dynamic analysis stage.

[0120] For example, in step S123 , during the static analysis phase, ADINA software is used to simulate the generation of the initial static stress field by setting gravity in the “Mass Proportional” load of the software.

[0121] In step S133, during the implicit dynamics analysis phase, a velocity load function is set on the wheels in the software's "velocity" load to simulate the vehicle's rolling process. The vertical force acting on the vehicle is simulated in the software's "force" load.

[0122] Specifically, steps S113 to S133 can be performed as follows: first, the static and dynamic analysis times are set in the software respectively, and when the static analysis is completed, the analysis mode of the model is set to restart; then, a static calculation is performed, and after the static calculation is completed, a dynamic calculation is performed to simulate the rolling process of the wheel, and the acceleration and uniform speed stages of the wheel are controlled by the time function (speed load function).

[0123] In a specific example, the velocity load function is expressed as follows:

[0124] V=V0+at,

[0125] Where V is the wheel speed; V0 is the initial speed; a is the acceleration; and t is the time.

[0126] In addition, in order to verify the influence of the initial static stress field caused by gravity on the dynamic calculation results, the technical solution of this embodiment further includes the following steps:

[0127] First, a three-dimensional finite element model of asphalt pavement with and without considering gravity will be constructed, and the results will be compared to prove the necessity of considering gravity.

[0128] Then, under the condition of considering gravity, the vehicle load is simplified into moving load and wheel load, and simulations are carried out separately to obtain simulation results. The differences in simulation results are compared to prove the necessity of considering wheel rolling.

[0129] Finally, under the conditions of gravity and wheel rolling, model conditions such as different speeds, temperatures, loads, structural layer thicknesses and permeability coefficients are constructed to provide a model basis for revealing the damage to the road surface under the coupling of wheel rolling and the environment and predicting fatigue life.

[0130] After the model is constructed, the finite element method is used to solve the dynamic response of the asphalt pavement under the action of wheel rolling, combining the model's boundaries, initial conditions, and governing equations. First, the correctness of the model is verified by extracting the stress and strain at the bottom of the surface layer simulated by the finite element. The finite element calculation results are compared with the measured data from the accelerated loading test to verify the accuracy of the model calculation results. If the results differ significantly, return to step S101, adjust the model's boundary conditions, mesh density, and other parameters to obtain a new finite element model, and conduct a new simulation until the error between the finite element calculation results and the measured results is within 5%.

[0131] The specific verification is as follows:

[0132] use Figure 5 The all-environment intelligent accelerated loading vehicle (ALT-F600) shown in (a) above performs a road loading test to obtain measurement data, which is then compared and analyzed with the finite element simulation results to verify the correctness of the finite element simulation results.

[0133] Three types of asphalt pavement structures were built indoors, with a pavement width of 5 meters and a length of 60 meters. Figure 5 The 6cm SMA-13+64cm graded crushed stone pavement structure shown in (b) is loaded with a roadbed height of 1.3m and a standard axle load of 0.7MPa. Bragg grating fiber optic sensors are used to collect stress data. The layout of the grating fiber optic sensors is as follows: Figure 5 As shown in (c), the structure is buried at 0.26m and 0.46m from the road surface. A numerical analysis model (i.e., a 3D finite element model corresponding to the pavement structure) was constructed in finite element software, consistent with the indoor pavement structure, materials, and loads. The stresses directly beneath the load at 0.26m and 0.46m from the road surface were solved, ensuring that the error between the finite element simulation results and the accelerated loading results was within 5%.

[0134] In addition, this embodiment also includes a post-processing analysis module. In the post-processing analysis, first, the stress, strain and pore water pressure data under the conditions of considering gravity and not considering gravity are extracted respectively, and the stress, strain and pore water pressure data are processed and calculated, and the degree of influence of the initial static stress field on the stress, strain and pore water pressure under the conditions of considering gravity and not considering gravity is qualitatively and quantitatively analyzed. The results are as follows: Figure 6 Then, after proving the influence of the initial static stress field generated by gravity on the calculation results, the stress, strain and pore water pressure data under different speed, temperature, load, structural layer thickness and permeability coefficient model conditions were extracted and analyzed to analyze the distribution law of the dynamic response of the pavement structure in the time domain and space domain under different environmental conditions. The results are shown in Figure 7As shown; then, the formation mechanism of pavement defects such as rutting, cracks, and potholes is revealed through dynamic response. Finally, the fatigue life of asphalt pavement is predicted based on stress, strain and other data.

[0135] In summary, the method provided in this example considers the influence of the initial static stress field generated by gravity on the dynamic calculation results. It also uses a three-dimensional viscoelastic artificial boundary to simulate the radiation damping effect of stress waves at the boundary to construct a three-dimensional asphalt pavement structural model. The finite element simulation results are then compared with the measured results, verifying the correctness of the finite element calculation results. This refined model can more accurately predict the changes in the mechanical response of the pavement structure under the action of wheel rolling, thereby improving the accuracy of fatigue life prediction for newly built asphalt pavements.

[0136] Secondly, in this embodiment, a full-scale pavement structure model that considers the coupling of environment and vehicle loads is constructed, which can analyze the mechanism of the impact effect of wheels on asphalt pavement, which is of great significance for analyzing the formation mechanism of pavement structure diseases under complex environmental conditions.

[0137] In addition, the method provided in this embodiment provides a solution to the dynamic response of asphalt pavement under the coupling of wheel rolling and environment. The design parameters are clear, and it is operational and has strong engineering practicality.

[0138] Based on the same inventive concept, this embodiment provides a numerical simulation device for the dynamic response of an asphalt pavement under the coupling of wheel rolling and the environment, comprising:

[0139] The model building unit is configured to build a three-dimensional finite element model of the asphalt pavement, wherein the three-dimensional finite element model of the asphalt pavement simplifies the vehicle load into the wheel load, applies angular velocity and vertical load to the wheel, and simulates the influence of the wheel rolling state on the pavement;

[0140] The control equation construction unit is configured to treat each pavement structural layer as a porous medium. Under the coupled thermal, hydraulic, and mechanical fields, the control equations are constructed based on the force balance equation, combined with the effective stress principle and the generalized Hooke's theorem. The control equations are used to simultaneously simulate the effects of temperature, humidity, and wheel rolling on the pavement structure.

[0141] The simulation calculation unit is configured to carry out a finite element simulation and calculate the dynamic response of the asphalt pavement structure using a control equation.

[0142] The numerical simulation device for the dynamic response of asphalt pavement under the coupling of wheel rolling and environment provided in this embodiment can realize the process and steps of the numerical simulation method for the dynamic response of asphalt pavement under the coupling of wheel rolling and environment provided in any of the above embodiments, and achieve the same technical effect, which will not be repeated here.

[0143] This embodiment also provides an electronic device, comprising: a memory for storing instructions executed by one or more processors of the electronic device; and a processor, which, when the processor executes the instructions in the memory, enables the electronic device to implement the steps of the numerical simulation method for the dynamic response of asphalt pavement under the coupling of wheel rolling and environment provided in any of the above embodiments.

[0144] Figure 2 This is a structural schematic diagram of an electronic device provided according to some embodiments of the present application. The electronic device may be, but is not limited to, mobile terminals such as mobile phones, tablet computers, handheld computers, personal digital assistants (PDAs), smart home devices such as smart TVs and smart cameras, wearable devices such as smart bracelets, smart watches, and smart glasses, or other computer devices such as desktops, laptops, notebook computers, ultra-mobile personal computers (UMPCs), netbooks, and smart screens.

[0145] like Figure 2 As shown, the electronic device 200 may include one or more of the following components: a processor 201, a memory 203, a communication interface 202, and a communication bus 204. The memory 203 may be connected to the processor 201 via the bus 204. The bus can transmit data between the processor 201 and the memory 203. The bus can be divided into an address bus, a data bus, a control bus, and the like.

[0146] The processor 201 may include one or more processing cores. The processor 201 may utilize various interfaces and lines to connect various components within the entire electronic device 200. By running or executing instructions, programs, code sets, or instruction sets stored in the memory 203, and calling data stored in the memory 203, the processor 201 performs various functions of the electronic device 200 and processes data. For example, the processor 201 may include an application processor (AP), a modem processor, a CPU, a graphics processing unit (GPU), an image signal processor (ISP), a controller, a video codec, a digital signal processor (DSP), a field-programmable gate array (FPGA), a programmable logic array (PLA), and / or a neural network processing unit (NPU). Among them, the CPU mainly processes the operating system, user interface, and application programs; the GPU is responsible for rendering and drawing the content to be displayed; the NPU is used to implement artificial intelligence (AI) functions; and the modem is used to handle wireless communications. Different processing units can be independent devices or integrated into one or more processors. For example, the multiple processing units shown above are all integrated into a SoC, or the AP is a separate semiconductor chip and the other processing units are integrated into a SoC. This application is not limited to this.

[0147] The memory 203 (also known as a computer-readable storage medium) may include random access memory (RAM), read-only memory (ROM), and non-transitory computer-readable storage medium. The memory 203 may be used to store instructions, programs, codes, code sets, or instruction sets. The memory 203 may include a program storage area and a data storage area. The program storage area may store instructions for implementing an operating system and instructions for at least one function, such as a numerical simulation method for the dynamic response of an asphalt pavement under the coupling of wheel rolling and the environment; the data storage area may store data created based on the use of the electronic device 200, such as input data of a finite element model, intermediate model output results, etc.

[0148] In addition, those skilled in the art will appreciate that the structure of the electronic device 200 shown in the above figures does not limit the electronic device 200. The electronic device may include more or fewer components than shown, or may combine certain components, or arrange the components differently. For example, the electronic device 200 may also include a microphone, a speaker, a radio frequency circuit, a sensor, an audio circuit, a power supply, a Bluetooth module, and other components, which will not be described in detail here.

[0149] The present application also provides a computer program product comprising computer-executable instructions. In one embodiment, the computer-executable instructions are used to enable a computer to perform the functions of the above method embodiment.

[0150] Computer-executable instructions can be stored in a computer-readable storage medium. The present application also provides a computer-readable storage medium having executable instructions stored therein. In one embodiment, the computer-executable instructions are used to cause a computer to perform the functions of the above method embodiment.

[0151] The foregoing description is merely a preferred embodiment of the present application and is not intended to limit the present application. Various modifications and variations are readily apparent to those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present application shall be included within the scope of protection of the present application.

Claims

1. A numerical simulation method for the dynamic response of asphalt pavement under the coupling of wheel rolling and environment, characterized in that: include: Constructing a three-dimensional finite element model of an asphalt pavement, wherein the three-dimensional finite element model of the asphalt pavement simplifies the vehicle load into the wheel load, applies angular velocity and vertical load to the wheel to simulate the effect of the wheel rolling state on the pavement; Treating each pavement structural layer as a porous medium, governing equations are constructed based on the force balance equation under the coupled thermal, hydraulic, and mechanical fields, combined with the effective stress principle and generalized Hooke's theorem. These governing equations are used to simultaneously simulate the effects of temperature, humidity, and wheel rolling on the pavement structure. A finite element simulation is carried out and the control equations are used to calculate the dynamic response of the asphalt pavement structure.

2. The method according to claim 1, characterized in that The expression of the control equation is as follows: Where λ and μ are Lame constants; is the Laplace operator; u l is the tensor component of the displacement, where l represents the tensor index; ε V,l Represents the volume strain with respect to coordinate x l The partial derivative of ; α0, β0 represent the coupling coefficients; p represents the pore water pressure; p ,l Represents the pore water pressure with respect to coordinate x l The partial derivative of θ represents the temperature, θ ,l Represents the temperature relative to the coordinate x l The partial derivative of f l represents the body force component.

3. The method according to claim 1, characterized in that Construct a 3D finite element model of asphalt pavement, including: Construct the geometric model of asphalt pavement structure and divide the grid density; Define the material parameters of stress field, temperature field and humidity field of road materials; Set the material properties of each pavement structural layer and define solid, liquid, and temperature field boundary conditions.

4. The method according to claim 3, characterized in that The constructing of the three-dimensional finite element model of the asphalt pavement further includes: setting a speed load function on the wheel, wherein the speed load function is used to control the speed of the wheel in the acceleration stage and the uniform speed stage.

5. The method according to claim 4, characterized in that The constructing of the three-dimensional finite element model of the asphalt pavement further includes: A three-dimensional viscoelastic artificial boundary is applied at the boundary of the three-dimensional finite element model of the asphalt pavement to simulate the propagation law of stress waves at the solid boundary.

6. The method according to claim 5, characterized in that A three-dimensional viscoelastic artificial boundary is applied at the boundary of the three-dimensional finite element model of the asphalt pavement, specifically: A spring-damper element is set at the truncation boundary of the three-dimensional finite element model of the asphalt pavement, and the stiffness and damping coefficient of the spring-damper element are set.

7. The method according to claim 6, characterized in that The finite element simulation was carried out and the control equation was used to calculate the dynamic response of the asphalt pavement structure, specifically: The finite element simulation is set as a two-stage simulation, which includes a static analysis stage and an implicit dynamic analysis stage, and a restart is used to switch between the two stages; In the static analysis stage, based on the foundation-road system, the initial static stress field considering the gravity of the pavement structure is generated through finite element software simulation; In the implicit dynamic analysis stage, vertical loads are applied to the wheels, and the speed of the wheels in the acceleration and uniform speed stages is controlled using the speed load function. The control equation is used to perform dynamic calculations to obtain the dynamic response of the asphalt pavement structure.

8. A numerical simulation device for the dynamic response of asphalt pavement under the coupling of wheel rolling and environment, characterized in that: include: a model building unit configured to build a three-dimensional finite element model of an asphalt pavement, wherein the three-dimensional finite element model of the asphalt pavement simplifies a vehicle load into a wheel load, applies an angular velocity and a vertical load to the wheel, and simulates the effect of the wheel rolling state on the pavement; A control equation construction unit is configured to treat each structural layer of the pavement as a porous medium and construct control equations based on the force balance equation under the coupled effects of thermal, hydraulic, and mechanical fields, combined with the effective stress principle and generalized Hooke's theorem. The control equations are used to simultaneously simulate the effects of temperature, humidity, and wheel rolling on the pavement structure. The simulation calculation unit is configured to carry out finite element simulation and calculate the dynamic response of the asphalt pavement structure using the control equation.

9. An electronic device, characterized in that: include: a memory for storing instructions to be executed by one or more processors of the electronic device; The processor, when executing the instructions in the memory, can enable the electronic device to implement the steps of the numerical simulation method of the dynamic response of the asphalt pavement under the coupling of wheel rolling and environment as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores instructions, which, when executed on a computer, implement the steps of the method for numerically simulating the dynamic response of an asphalt pavement under the coupling of wheel rolling and the environment according to any one of claims 1 to 7.

Images