Abstract
Based on the widening project of Ri‐Lan highway in China, the finite element model is established by PLAXIS. By applying differential settlement at the bottom of the pavement, the mechanical response of the pavement structure is analysed. Finally, the differential settlement control standard indicated by crack strength is proposed. The results show that, under the effect of differential settlement, within about 4 cm of old pavement surface and upper base bear tensile stress, the base first reaches the failure strength. Under 4 cm of the old pavement surface, the subbase first reaches the failure strength. The differential settlement control standard of the pavement structure is determined by the splitting strength of the material, and we, respectively, control the differential settlement of less than 23.4 mm, where the corresponding cross‐slope rate is 0.33%, and below 75.2 mm, where the corresponding cross‐slope rate is 0.54%. It could support practical engineering applications.
Highlights
In order to deal with the problem between the highway capacity and service level, the highway has entered an era of parallel construction and reconstruction and expansion
By establishing elastic-plastic finite element model of pavement, subgrade, and foundation interaction, Yang et al [1] analysed the mechanical response of pavement structure under postengineering differential settlement and put forward the differential settlement control standard of bilateral widening projects. e results show that different settlement curves of different forms have saddle-shaped distribution, and the postengineering slope rate shall not exceed 0.3% and 0.45% during inverted bell distribution
By establishing finite element model to calculate the internal force of pavement structure, Ye et al [2] proposed that the variation of lateral slope change rate of 0.55% should be taken as the differential settlement control standard for the single-side widening project of Fo-Kai Expressway
Summary
In order to deal with the problem between the highway capacity and service level, the highway has entered an era of parallel construction and reconstruction and expansion. By establishing finite element model to calculate the internal force of pavement structure, Ye et al [2] proposed that the variation of lateral slope change rate of 0.55% should be taken as the differential settlement control standard for the single-side widening project of Fo-Kai Expressway. Zhao et al [4–6] relied on the highway widening project, the road structure layer calculation model under the action of vehicle load is established, and the differential settlement control index is proposed to broaden the change rate of some horizontal slope. Based on the reconstruction and expansion project of Ji-Qing Expressway, Wang [9] proposed the differential settlement control standard by means of numerical simulation and, combined with the typical pavement structure in Shandong Province, drew the conclusion that the maximum allowable slope change rate was 0.11% ∼ 0.13%. PLAXIS finite element software is used to analyse the mechanical response of old and new pavement structural layers to differential settlement. en, the additional stress of each structural layer under different difference settlement is calculated, and the differential settlement control standard is proposed taking the split strength as the index
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