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Article(id=1276896824514450360, tenantId=1146029695717560320, journalId=1276577754012160025, issueId=1276896661737701828, articleNumber=null, orderNo=null, doi=10.3724/j.gyjzG26032102, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1774022400000, receivedDateStr=2026-03-21, revisedDate=null, revisedDateStr=null, acceptedDate=null, acceptedDateStr=null, onlineDate=1782365526560, onlineDateStr=2026-06-25, pubDate=1779206400000, pubDateStr=2026-05-20, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1782365526560, onlineIssueDateStr=2026-06-25, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1782365526560, creator=13701087609, updateTime=1782365526560, updator=13701087609, issue=Issue{id=1276896661737701828, tenantId=1146029695717560320, journalId=1276577754012160025, year='2026', volume='56', issue='5', pageStart='1', pageEnd='264', issueExtLink='null', onlineDate='null', pubDate='1779206400000', pubDateStr='2026-05-20', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=-1, specialIssue=null, createTime=1782365487751, creator='13701087609', updateTime=1782367237543, updator='13701087609', preIssue=null, nextIssue=null, articleTotal=null, ext={EN=IssueExt(id=1276904000968589318, tenantId=1146029695717560320, journalId=1276577754012160025, issueId=1276896661737701828, language=EN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1276904000968589319, tenantId=1146029695717560320, journalId=1276577754012160025, issueId=1276896661737701828, language=CN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null, downloadFileDto=null}, startPage=148, endPage=158, ext={EN=ArticleExt(id=1276896824757719994, articleId=1276896824514450360, tenantId=1146029695717560320, journalId=1276577754012160025, language=EN, title=Design and Key Construction Technologies of Asphalt Pavement Joint Components, columnId=null, journalTitle=Industrial Construction, columnName=null, runingTitle=null, highlight=null, articleAbstract=

Asphalt pavement joints are prone to distresses such as cracking， faulting， and water infiltration. Existing studies mainly focus on material modification and construction techniques， while systematic design of joint components in asphalt layers remains limited. To improve the structural integrity and service performance of pavement joints， this paper proposes a novel joint component with a telescopic double-tube structure and establishes the corresponding construction technology system. First， based on the principle of load transfer and deformation coordination， a telescopic structure with square steel tubes was designed， and its load transfer efficiency under different parameter combinations was analyzed using the finite element method. Second， field monitoring was conducted on an in-service expressway to investigate the strain response of the component under coupled traffic loading and temperature effects. Finally， the construction process and key control measures were summarized. The results showed that the proposed component exhibited excellent load transfer capability and deformation adaptability， with a load transfer coefficient exceeding 0.88 and a low degree of dispersion. Field monitoring results verified its stable mechanical properties， and its strain response was highly consistent with temperature variations and traffic load distribution. The proposed construction method ensured installation accuracy and long-term durability.

, authors=null, authorsList=Dengfeng YANG, Yang YIN, Yanchun NI, authorCompany=null, correspAuthors=null, authorNote=null, correspAuthorsNote=null, copyrightStatement=null, copyrightOwner=null, extLink=null, articleAbsUrl=null, sourceXml=null, magXml=null, pdfUrl=null, pdf=null, pdfFileSize=null, pdfExtLink=null, richHtmlUrl=null, mobilePdfUrl=null, reviewReport=null, pdfFirstPage=null, abstractGraph=null, abstractGraphContent=null, abstractVideo=null, citation=null, cebUrl=null, magXmlContent=null, mapNumber=null, fund=null), CN=ArticleExt(id=1276896828700365784, articleId=1276896824514450360, tenantId=1146029695717560320, journalId=1276577754012160025, language=CN, title=沥青路面接缝构件设计与施工关键技术, columnId=1276896697703858872, journalTitle=工业建筑, columnName=工程诊断与性能提升技术, runingTitle=null, highlight=null, articleAbstract=

针对沥青路面接缝易发生开裂、错台及渗水等病害问题，现有研究多集中于材料改性与施工工艺优化，缺乏针对沥青层内部接缝构件的系统设计。为提升接缝区域的结构完整性与服役性能，提出一种基于双管套合结构的新型沥青路面接缝构件，并配套形成相应的施工技术体系。首先，基于“荷载传递-变形协调”设计理念，构建伸缩型方钢管套筒结构，并通过有限元方法分析不同参数组合下构件的传荷能力；其次，依托实际工程开展现场监测，对构件在交通荷载与温度耦合作用下的应变响应规律进行分析；最后，对施工工艺及关键控制指标进行系统总结。结果表明：所提出构件具有良好的传荷能力与变形适应性，挠度传荷系数大于0.88，离散性较小；现场监测表明构件工作状态稳定，应变响应与温度及车辆荷载分布规律一致；配套施工方案可有效保障构件定位精度及耐久性能。

, authors=

杨登锋，高级工程师，主要从事桥梁修复及加固相关研究，。

, authorsList=杨登锋, 银阳, 倪艳春, authorCompany=null, correspAuthors=null, authorNote=null, correspAuthorsNote=
倪艳春，副教授，主要从事结构智能监测与加固研究，。
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杨登锋，高级工程师，主要从事桥梁修复及加固相关研究，。

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杨登锋，高级工程师，主要从事桥梁修复及加固相关研究，。

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label=图4, caption=轴载等效面积 m, figureFileSmall=o4/9GJ9kssQ8v0y3DT1VkQ==, figureFileBig=rCFSyuHpYMZgnwtotwPN4A==, tableContent=null), ArticleFig(id=1276896836363358210, tenantId=1146029695717560320, journalId=1276577754012160025, articleId=1276896824514450360, language=EN, label=Fig.5, caption=Deflection load transfer coefficient curves at the same location for steel tubes of different sizes, figureFileSmall=6iyuOtjZFITffc340Nr+FA==, figureFileBig=TxX9A0BcZsClBqXmqPz6sw==, tableContent=null), ArticleFig(id=1276896836430467075, tenantId=1146029695717560320, journalId=1276577754012160025, articleId=1276896824514450360, language=CN, label=图5, caption=不同尺寸钢管同一处的挠度传荷系数曲线

外管+内管/cm

, figureFileSmall=6iyuOtjZFITffc340Nr+FA==, figureFileBig=TxX9A0BcZsClBqXmqPz6sw==, tableContent=null), ArticleFig(id=1276896836497575940, tenantId=1146029695717560320, journalId=1276577754012160025, articleId=1276896824514450360, language=EN, label=Fig.6, caption=Mean deflection load transfer coefficient curves for steel tubes of different sizes, figureFileSmall=r72IylL2sqF1ApHtcW3uMg==, figureFileBig=0yGIOSc6ba70pUQ7vdmMtw==, tableContent=null), ArticleFig(id=1276896836568879109, tenantId=1146029695717560320, journalId=1276577754012160025, articleId=1276896824514450360, language=CN, label=图6, caption=不同尺寸钢管的挠度传荷系数均值曲线

外管+内管/cm

, figureFileSmall=r72IylL2sqF1ApHtcW3uMg==, figureFileBig=0yGIOSc6ba70pUQ7vdmMtw==, tableContent=null), ArticleFig(id=1276896836656959494, tenantId=1146029695717560320, journalId=1276577754012160025, articleId=1276896824514450360, language=EN, label=Fig.7, caption=Dispersion curves of deflection load transfer coefficient for contraction tubes of different sizes, figureFileSmall=rmPBoi3iZu57kYx04ycaMA==, figureFileBig=xHNT7KwUGvbXaMMbWaCyIw==, tableContent=null), ArticleFig(id=1276896836732456967, tenantId=1146029695717560320, journalId=1276577754012160025, articleId=1276896824514450360, language=CN, label=图7, caption=不同尺寸收缩管的挠度传荷系数的离散值曲线

外管+内管/cm

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Combination schemes of square steel tubes

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内外管重合长度不同边长方钢管组合
6外管7+内管6
外管6+内管5
外管5+内管4
外管4+内管3
外管3+内管2
8外管7+内管6
外管6+内管5
外管5+内管4
外管4+内管3
外管3+内管2
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方钢管组合方案

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内外管重合长度不同边长方钢管组合
6外管7+内管6
外管6+内管5
外管5+内管4
外管4+内管3
外管3+内管2
8外管7+内管6
外管6+内管5
外管5+内管4
外管4+内管3
外管3+内管2
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Parameters of pavement structure materials

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结构层厚度/cm弹性模量/MPa泊松比
面层2410000.30
基层6020000.15
土基600400.40
接缝—2.1×1050.30
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路面结构材料参数

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结构层厚度/cm弹性模量/MPa泊松比
面层2410000.30
基层6020000.15
土基600400.40
接缝—2.1×1050.30
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Parameters of the design axle load

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设计轴载/kN轮胎接地压强/MPa单轮接地当量圆直径/mm两轮中心距/mm
1000.70213.0319.5
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设计轴载的参数

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设计轴载/kN轮胎接地压强/MPa单轮接地当量圆直径/mm两轮中心距/mm
1000.70213.0319.5
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Temperature-strain correlation coefficients at measuring points

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测点皮尔逊相关系数r决定系数R²
1-1(1/8点)0.7340.539
1-2(1/4点)0.9200.847
1-3(1/2点)0.9960.993
1-4(3/4点)0.2420.058
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各测点温度-应变相关性系数

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测点皮尔逊相关系数r决定系数R²
1-1(1/8点)0.7340.539
1-2(1/4点)0.9200.847
1-3(1/2点)0.9960.993
1-4(3/4点)0.2420.058
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Coverage ranges of wheel paths for different vehicle types

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车辆类型前右轮前左轮后右轮后左轮
重卡0.425~0.7252.825~3.1250.275~0.8752.675~3.275
轻卡0.525~0.8252.725~3.0250.375~0.9752.575~3.175
轿车1.075~1.2752.675~2.8751.075~1.2752.675~2.875
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不同车型轮迹带覆盖范围

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车辆类型前右轮前左轮后右轮后左轮
重卡0.425~0.7252.825~3.1250.275~0.8752.675~3.275
轻卡0.525~0.8252.725~3.0250.375~0.9752.575~3.175
轿车1.075~1.2752.675~2.8751.075~1.2752.675~2.875
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Statistics of peak strain periods over 14 days

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日期星期1/8点1/4点3/4点
峰值时段峰值/10-6峰值时段峰值/10-6峰值时段峰值/10-6
1.26一04:00—08:001.508:00—12:000.520:00—24:001.5
1.27二06:00—10:00212:00—16:00204:00—08:001
1.28三08:00—12:00412:00—16:00406:00—10:004
1.29四20:00—24:00412:00—16:00204:00—08:003
1.30五06:00—10:00200:00—04:001.520:00—24:004
1.31六00:00—04:00214:00—18:00206:00—10:002
2.1日06:00—10:00512:00—16:00304:00—08:005
2.9一04:00—08:001012:00—16:00504:00—08:0010
2.1二04:00—08:00412:00—16:00304:00—08:005
2.11三06:00—10:00412:00—16:00406:00—10:006
2.12四04:00—08:00512:00—16:00406:00—10:008
2.13五20:00—24:00512:00—16:003.506:00—10:007
2.14六14:00—18:00608:00—12:003.504:00—08:005
2.15日14:00—18:001.512:00—16:003.506:00—10:007
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14 d应变峰值时段统计

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日期星期1/8点1/4点3/4点
峰值时段峰值/10-6峰值时段峰值/10-6峰值时段峰值/10-6
1.26一04:00—08:001.508:00—12:000.520:00—24:001.5
1.27二06:00—10:00212:00—16:00204:00—08:001
1.28三08:00—12:00412:00—16:00406:00—10:004
1.29四20:00—24:00412:00—16:00204:00—08:003
1.30五06:00—10:00200:00—04:001.520:00—24:004
1.31六00:00—04:00214:00—18:00206:00—10:002
2.1日06:00—10:00512:00—16:00304:00—08:005
2.9一04:00—08:001012:00—16:00504:00—08:0010
2.1二04:00—08:00412:00—16:00304:00—08:005
2.11三06:00—10:00412:00—16:00406:00—10:006
2.12四04:00—08:00512:00—16:00406:00—10:008
2.13五20:00—24:00512:00—16:003.506:00—10:007
2.14六14:00—18:00608:00—12:003.504:00—08:005
2.15日14:00—18:001.512:00—16:003.506:00—10:007
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沥青路面接缝构件设计与施工关键技术
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杨登锋 1 , 银阳 2 , 倪艳春 2
工业建筑 | 工程诊断与性能提升技术 2026,56(5): 148-158
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工业建筑 |工程诊断与性能提升技术 2026 , 56 (5) : 148 -158
沥青路面接缝构件设计与施工关键技术
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杨登锋1 , 银阳2, 倪艳春2
作者信息
  • 1上海市政养护管理有限公司，上海201103
  • 2同济大学土木工程学院桥梁工程系，上海200092
通讯作者:
倪艳春，副教授，主要从事结构智能监测与加固研究，。
Design and Key Construction Technologies of Asphalt Pavement Joint Components
Dengfeng YANG1 , Yang YIN2, Yanchun NI2
Affiliations
  • 1Shanghai Municipal Maintenance Management Co.， Ltd.， Shanghai201103， China
  • 2Department of Bridge Engineering， College of Civil Engineering， Tongji University， Shanghai200092， China
出版时间: 2026-05-20 doi: 10.3724/j.gyjzG26032102
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摘要
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针对沥青路面接缝易发生开裂、错台及渗水等病害问题，现有研究多集中于材料改性与施工工艺优化，缺乏针对沥青层内部接缝构件的系统设计。为提升接缝区域的结构完整性与服役性能，提出一种基于双管套合结构的新型沥青路面接缝构件，并配套形成相应的施工技术体系。首先，基于“荷载传递-变形协调”设计理念，构建伸缩型方钢管套筒结构，并通过有限元方法分析不同参数组合下构件的传荷能力；其次，依托实际工程开展现场监测，对构件在交通荷载与温度耦合作用下的应变响应规律进行分析；最后，对施工工艺及关键控制指标进行系统总结。结果表明：所提出构件具有良好的传荷能力与变形适应性，挠度传荷系数大于0.88，离散性较小；现场监测表明构件工作状态稳定，应变响应与温度及车辆荷载分布规律一致；配套施工方案可有效保障构件定位精度及耐久性能。

沥青路面  /  接缝构件  /  荷载传递系数  /  有限元数值模拟  /  施工关键技术

Asphalt pavement joints are prone to distresses such as cracking， faulting， and water infiltration. Existing studies mainly focus on material modification and construction techniques， while systematic design of joint components in asphalt layers remains limited. To improve the structural integrity and service performance of pavement joints， this paper proposes a novel joint component with a telescopic double-tube structure and establishes the corresponding construction technology system. First， based on the principle of load transfer and deformation coordination， a telescopic structure with square steel tubes was designed， and its load transfer efficiency under different parameter combinations was analyzed using the finite element method. Second， field monitoring was conducted on an in-service expressway to investigate the strain response of the component under coupled traffic loading and temperature effects. Finally， the construction process and key control measures were summarized. The results showed that the proposed component exhibited excellent load transfer capability and deformation adaptability， with a load transfer coefficient exceeding 0.88 and a low degree of dispersion. Field monitoring results verified its stable mechanical properties， and its strain response was highly consistent with temperature variations and traffic load distribution. The proposed construction method ensured installation accuracy and long-term durability.

asphalt pavement  /  joint component  /  load transfer coefficient  /  finite element numerical simulation  /  key construction technology
杨登锋, 银阳, 倪艳春. 沥青路面接缝构件设计与施工关键技术. 工业建筑, 2026 , 56 (5) : 148 -158 . DOI: 10.3724/j.gyjzG26032102
Dengfeng YANG, Yang YIN, Yanchun NI. Design and Key Construction Technologies of Asphalt Pavement Joint Components[J]. Industrial Construction, 2026 , 56 (5) : 148 -158 . DOI: 10.3724/j.gyjzG26032102
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沥青路面接缝作为路面结构的薄弱环节，在车辆荷载、温度变化及自然环境的长期作用下，易产生多种病害，主要包括接缝填缝料损坏、接缝碎裂、接缝张开、接缝部位拱起及错台等。这些病害不仅会降低路面行车舒适性与安全性，还会导致雨水渗入路面结构内部，加剧基层、垫层的侵蚀损坏，引发路面结构整体稳定性下降，缩短沥青路面的使用寿命，增加养护维修成本。因此，合理设计接缝构件并优化施工技术，是提升沥青路面完整性、耐久性及服役性能的关键。
1　国内外研究现状
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1.1　混凝土层接缝传力杆研究
针对路面横向接缝的荷载传递与病害控制，混凝土层中设置传力杆作为核心接缝构件的技术已较为成熟，相关研究成果丰富且体系完善。
在参数优化与力学响应研究方面，陈文宇等［1-2］基于ABAQUS有限元平台，通过三维数值模拟揭示了轴载、板底脱空尺寸对传力杆周边混凝土应力的影响规律，明确了温度梯度对接缝挠度比的作用特征，同时探究了玻璃纤维增强聚合物（GFRP）传力杆直径、面板厚度与模量对接缝力学性能的影响，以及不同轴重与车速下的接缝响应规律。袁捷等［3］采用单因子轮换法，以混凝土-传力杆摩擦系数、传力杆直径、布设间距及面板厚度为关键影响因子，系统分析了杆周混凝土力学响应的变化规律，为传力杆接缝优化设计提供了直接参考；罗毅等［4］则基于新型荷载传递效率指标，完成了GFRP传力杆的优化设计。
在结构性能提升与规范适配研究方面，Heneash等［5］研究发现，增加传力杆埋置长度可显著提升普通混凝土刚性路面（JPCP）的极限荷载，改善荷载传递效率与裂缝分布，而增大基层厚度、提高传力杆屈服强度能进一步优化结构整体性能。Yaqoob等［6］的研究表明，传力杆置于板中深度时荷载传递效率（LTE）最优，直径增大可提升LTE，而接缝宽度增大会导致LTE降低。Mohammed等［7］指出，增加混凝土路面板厚度可有效减缓传力杆周围的应力集中与损伤。Grosek等［8］结合多国传力杆尺寸标准对比，提出按路面厚度匹配传力杆直径、长度及间距的设计原则，为传力杆的规范设计与施工提供了重要依据。此外，学者们还围绕传力杆疲劳松动、重载与轴温耦合作用下的应力集中问题，以及施工方式对传力杆性能的影响展开了专项研究［9-12］，赵鸿铎等［13］还针对可拆卸装配式水泥路面，提出夹环连接式传力杆接缝，为装配式路面的维修更换提供了便捷方案。
1.2　沥青层接缝相关研究
与混凝土层传力杆技术的成熟度相比，沥青层接缝构件的专项研究相对匮乏，现有研究多集中于接缝形式优化、施工工艺改进及接缝材料研发等方面。
在接缝形式与施工技术研究方面，Dong等［14］结合有限元法、单因素分析与正交试验设计，以横向槽深度、基层块侧向倾斜度、砂浆模量和接缝宽度为关键参数，提出了一种新型沥青路面接缝形式，经现场试验验证，其传荷效率与承载能力优于传统半刚性基层，为沥青路面快速施工提供了预制基层接缝设计方案。Roozbahany等［15］通过三种静态断裂试验与ABAQUS有限元分析，证实倾斜界面接缝优于垂直接缝，从热侧起始压实效果更佳，预热与密封组合处理可使接缝性能最优，为沥青路面接缝施工技术优化提供了依据。Bueno等［16］、Arraigada等［17］提出在沥青混合料中局部添加铁颗粒，结合感应加热技术提升接缝区域温度的创新方案，研究表明热-温接缝性能显著优于冷-热接缝，感应加热后的额外压实可大幅提升冷-热接缝黏附性，且铁颗粒不影响混合料力学性能。陈明等［18］针对装配式基层沥青路面的研究表明，温度对接缝应力的影响远大于车辆轴载，为沥青层接缝应力控制提供了理论参考。
在接缝材料研发方面，Liu等［19］针对预制桥面板沥青路面（BDAP）缺乏专用接缝材料的问题，设计了三种致密级配快凝环氧树脂混合料，其动稳定度、低温抗裂性及水稳定性均满足JTG F40—2004《公路沥青路面施工技术规范》要求，为预制BDAP的快速装配提供了适配材料。Kim等［20］设计了粗、软、施工性三种级配的玛蹄脂沥青混合料，该材料抗水损与塑性变形能力优异，为沥青路面接缝（APJ）提供了高耐久性、易施工的填充材料方案。此外，有学者还针对沥青路面接缝胶的性能展开了研究［21］，分析了温度、老化条件、胶层厚度等因素对接缝胶拉伸黏结性能的影响规律。He等［22］基于深度学习提出改进HRNet-OCR的伸缩缝分割网络（EJSNet），为沥青路面伸缩缝检测提供了高精度解决方案。
综上，现有沥青层相关研究多聚焦于施工工艺优化、材料性能提升及检测技术创新，针对沥青层内部专用接缝构件的设计与埋设技术研究较为薄弱，难以通过针对性的构件设计从根本上解决接缝张开、错台、渗水等病害，无法充分保障沥青路面的结构完整性与长期服役性能。
本研究旨在弥补现有沥青层接缝构件研究的不足，设计一种新型沥青层专用接缝构件，通过构件的荷载传递与约束作用，提升沥青路面的结构完整性，减少接缝病害的产生，延长路面使用寿命。
本研究的创新性主要体现在两个方面：一是突破现有沥青层接缝研究多集中于材料与工艺的局限，专门为沥青路面层设计一种兼具荷载传递、结构约束功能的接缝构件；二是针对接缝构件埋设过程中易出现的渗水、腐蚀问题，提出一种防渗水、耐腐蚀的配套施工方案，为新型接缝构件的工程应用提供技术保障。
2　新型接缝构件的设计
收起
2.1　设计思路与原则
针对沥青路面接缝易出现开裂、沉降、伸缩变形受阻等工程痛点，结合上海S20外环高速 K73.317～K97.111路段交通流量大、服役环境复杂的实际需求，提出“套合伸缩+精准定位+协同适配”的新型接缝构件设计思路。
以方钢管为核心基材，采用双管套合结构实现伸缩功能——单根方钢管长15 cm，通过8 cm重合长度套合形成整体长度22 cm的伸缩筒，利用钢管的高强度特性保障接缝处结构承载力，同时通过套合间隙满足路面温度变化及车辆荷载作用下的纵向伸缩需求。
为保证伸缩构件的初始几何稳定性与安装精度，设计平行于接缝的双定位钢筋结构，通过固定间距限定伸缩筒安装空间，避免服役过程中构件偏移或错位。采用“满布式”安装方式，将伸缩筒逐个密布于路面接缝中，形成连续受力体系，有效分散车辆荷载对接缝的集中作用，减少路面应力集中引发的破损。
同时，兼顾施工便捷性与长期耐久性，在构件设计中预留防腐、润滑及防护空间，配套防火土工布、防腐胶、润滑脂等辅助结构，实现构件与沥青路面的协同变形、长效服役。
2.2　构件参数设计
构件采取伸缩套筒形式，适配年温差≥70 ℃的上海地区沥青路面层，可吸收更大幅度的路面热胀冷缩变形。构件示意如图1所示，内外管均采用正方形截面，相较于圆形截面，方钢管可有效避免安装后构件滚动偏移，同时方形截面的抗扭性能更优，在车辆侧偏荷载作用下不易发生扭转变形。钢管长度设计为15 cm，壁厚设计为4 mm。钢管壁厚设计直接关联构件承载能力与套合精度，4 mm壁厚的确定逻辑如下。
1）套合间隙控制：因内外管边长差固定为10 mm，采用4 mm壁厚，内外可形成1 mm单边套合间隙，既满足伸缩滑动需求，又避免间隙过大导致的构件晃动。
2）承载性能验证：以边长2 cm方钢管为例，4 mm壁厚的方钢管截面惯性矩为11605.33 mm4，在单轴双轮组标准轴载作用下，保守假设一根传力杆承受整个轮载，取钢管塑性发展系数1.15，其最大弯曲应力约107.7 MPa，安全系数>1.9。
3）加工可行性：4 mm壁厚属于方钢管常规加工规格，采用高频焊接工艺即可成型，能够保障批量生产质量。
方钢管边长范围初步选择2~7 cm，兼顾轻量化与承载强化需求。目前现行规范中尚未对沥青路面层内部接缝构件的尺寸作出明确规定，但考虑到实际工程中沥青接缝处往往是基层收缩缝的反射，因此本研究结合JTG/T F20—2015《公路路面基层施工技术细则》中基层预切横缝间距要求（8~15 m），取最大间距15 m作为接缝有效变形作用长度。以上海地区年极端温差、沥青混合料线膨胀系数进行理论计算，15 m长的路面在极端工况下的热胀冷缩量约为7 cm。为确保在极端温变下内外方钢管既不因冷缩被彻底拉开而丧失抗剪刚度，又能在热胀和受到冲击荷载时预留合理的缓冲空间，套管的初始重合尺寸需与该极限伸缩量相匹配。因此，本研究选取了与该临界变形量最相近的6，8 cm两组规格展开有限元数值模拟比选。在同样的路基层结构与荷载作用下，采用ABAQUS按照表1中方钢管组合方案建立模型，后续根据数值模拟结果、专家经验及施工现场适配性决定最优参数组合。
2.3　有限元数值模拟
2.3.1　结构和材料参数
采用ABAQUS建立三维实体模型，模型由面层、基层、土基及接缝构件组成，面层尺寸4.0 m×4.0 m、厚24 cm，接缝宽3 cm；基层厚60 cm，土基厚600 cm，四周超宽1 m以减弱边界效应。接缝构件采用方钢套筒（Q235钢），沿接缝方向满布，埋设深度10 cm。
为简化模型，减少计算工作量，将路基层材料性能考虑为线弹性，路面结构和材料参数见表2，三维有限元实体模型建立见图2。
2.3.2　接触与约束条件
模型底面在x、y、z三方向完全约束，侧向边界采用滚动约束：仅限制法向位移，允许面内变形，以避免侧向刚度偏大导致的应力误差。
层间约束与构件接触设置如下：1）层间采用Tie约束，模拟全黏结状态；2）内外套筒之间定义面-面接触（surface-to-surface），法向“硬接触”，切向采用库仑摩擦模型（μ=0.2），允许相对滑移以反映伸缩特性；3）接缝两侧面层与填缝沥青间采用Tie约束，填缝沥青浇筑后与两侧面层形成整体，可视为完全黏结。
2.3.3　荷载与网格设置
为了方便计算，本研究将车辆荷载视为静荷载。根据JTG D50—2017《公路沥青路面设计规范》［23］，采用轴重为100 kN的双轮组单轴轴载作为设计轴载，计算参数按表3确定。此外，高速公路重载交通条件下车辆荷载具有一定的动态特征，但对于接缝区域构件的传荷性能而言，其受力响应主要取决于荷载大小及作用位置，具有准静态特征。本文选取的荷载水平依据规范［23］轴载确定，能够代表高速公路重载交通条件下的典型作用水平。因此，采用静荷载进行分析可满足构件传荷性能评价与参数优化的研究需求。
作用于路面的轮载压力P的实际接触面积形状近似为圆形，但由于轮胎表面存在复杂且不规则的花纹，其在路面上的载荷分布通常呈现一定程度的不均匀性。因此，为便于分析，对轮载接触面积进行合理简化处理［24］。假定单个轮胎与路面的接触区域可等效为由两个半圆与一个矩形组成的组合图形，如图3（a）所示，其接触面积A可表示为：
A=π×(0.3L)2+(0.4L)×(0.6L)
其中
L=A0.09π+0.24=FP·10.09π+0.24
式中：L为轮胎轨迹长度，m；F为轮胎单轮轮重，kN；P为轮胎单轮的胎压，kPa。
再将车辆荷载的接触面进一步简化成矩形，如图3（b）所示，等效转化为矩形荷载的长度L0为：
L0=A0.6L=(0.09π+0.24)L20.6L
由式（2）可得0.6L=0.157 m，L0=0.228 m，建模过程中取整0.6L=0.16 m，L0=0.23 m。车辆单轴双轮轴载的应力分布等效如图4所示。
2.4　构件性能分析
通过计算沥青路面层接缝处的挠度，以接缝两侧的挠度比值对接缝的传荷能力进行评价。挠度传荷系数计算式为：
kj=wuwl×100%
式中：kj为挠度传荷系数，%；wu为未受荷板挠度值，mm；wl为受荷板挠度值，mm。
在轮载作用处沿缝长方向选择14个点位计算不同尺寸伸缩管的挠度传荷系数，并求出均值，结果见图5、6。可知，套管重合长度8 cm时接缝的传荷系数普遍高于重合长度6 cm的，且传荷系数值随内外管边长增大而增大。
一般情况下离散值CV越小，说明数据均匀性越好。本试验套管重合长度8 cm的接缝传荷系数离散值普遍低于重合长度6 cm的（图7），且整体走势趋于随内外管边长增大而减小。
5组接缝构件传荷系数均在0.88以上，且离散系数均低于0.1，考虑到实际工程中路面层厚度及安全性，最终选择外管4 cm+内管3 cm的组合方案。
2.5　实测数据分析
2.5.1　监测方案与传感器布设
为验证新型接缝构件在实际服役条件下的受力与变形特征，依托上海S20外环高速试验路段开展现场监测。采用ACE振弦式点焊应变计，传感器与接缝构件焊接固定，由JM5987多功能采集系统进行连续采集，采集频率为1次/min。
监测断面选取靠近路沿第一条车道，沿车道宽度方向（3.75 m）在1/8、1/4、1/2及3/4位置处各布设1个传感器，编号依次为1-1、1-2、1-3、1-4，对应距车道左边缘距离分别为0.47，0.94，1.88，2.81 m。应变计的轴向与伸缩管纵向（即顺线路行车方向）平行并点焊固定，主要用于实时测量接缝构件在车辆动荷载冲击及环境温度变化下产生的前后纵向伸缩应变。
2.5.2　数据处理方法
原始监测采集数据量大且含短时随机噪声。为消除高频噪声并提取长期趋势，对原始数据按小时取均值进行降采样处理，有效滤除短时随机波动，保留温度与荷载引起的趋势性应变变化。以监测起始时段均值作为基准进行归零处理，并采用3σ准则剔除异常点。
2.5.3　应变与温度相关性分析
选取2026年1月23日—3月6日监测数据进行分析，如图8所示。监测期间路面温度在2～20 ℃波动，呈典型冬春季节性变化特征，各测点温度变化趋势基本一致。各测点原始应变见图9，原始应变随时间的变化趋势与温度变化整体吻合，呈现出明显的周期性波动特征，表明温度作用是接缝构件应变变化的重要影响因素之一。
为定量评价各测点应变对温度的响应程度，计算各测点应变与温度的Pearson相关系数，结果见图10及表4。
由表4可知，各测点与温度的相关性存在显著差异：温度对1-3（1/2点）的应变变化解释程度最高，说明该测点应变以温度效应为主导；1-1（1/8点）的温度与荷载共同影响；1-2（1/4点）的温度影响较强但荷载效应亦不可忽视；1-4（3/4点）的相关性极低，说明该测点应变主要受车辆荷载主导，温度效应被荷载效应所掩盖。
由于4个传感器型号完全相同，理论上具有相同的温度敏感系数。选取温度相关性最高的1-3测点建立温度-应变线性回归模型：
Δε=aΔT+b
式中：Δε为构件应变变化量；ΔT为温度变化量，℃；a为温度敏感系数，10-6/℃；b为截距。
回归结果为温度敏感系数a=2.738×10-6/℃，截距b=0.314×10-6，R2=0.993，线性关系显著。其物理含义为温度每变化1 ℃，接缝构件应变相应变化2.738×10-6，截距趋近于0，说明基准归零处理合理。
以此温度敏感系数为基准，各测点采用自身温度数据进行温度补偿，得到分离车辆荷载引起的残差应变：
Δε荷载=Δε实测-(aΔT+b)
式中：Δε荷载为车辆荷载引起的构件应变变化量；Δε实测为实测数据中的构件应变变化量。
对温度补偿后的残差应变进行逐小时差分，得到各测点每小时应变变化量，结果如图11所示。
为明确各测点所受车辆荷载类型，结合该路段以重卡、轻卡及小轿车为主的交通组成，基于各车型轮距与轮宽参数，计算各车型轮迹带覆盖范围。各车型参数如下：重卡轮距2.4 m，前轮宽0.3 m，后轮宽0.6 m；轻卡轮距2.2 m，前轮宽0.3 m，后轮宽0.6 m；轿车轮距1.6 m，前后轮宽均为0.2 m。考虑到该路段左侧为快速车道，重型车辆为避让快车普遍向右偏移行驶，小型车靠左行驶，结合实际交通行为，将卡车轮迹带整体向路沿方向偏移0.1 m，轿车轮迹带整体向快速车道方向偏移0.1 m，修正后各车型轮迹带覆盖范围见表5。
将4个测点位置（1-1：0.47 m，1-2：0.94 m，1-3：1.88 m，1-4：2.81 m）与修正后轮迹带覆盖范围对比分析如下：
1-1测点（1/8点）位于重卡右前轮轮迹带（0.425～0.725 m）、重卡右后轮轮迹带（0.275～0.875 m）及轻卡右后轮轮迹带（0.375～0.975 m）覆盖范围内，同时受重卡右侧前后轮及轻卡右后轮的直接荷载作用。由于重卡后轴轴重最大，该测点承受的车辆荷载最为集中，因此温度补偿后每小时应变变化量最大。
1-2测点（1/4点）位于轻卡右后轮轮迹带（0.375～0.975 m），重卡右后轮轮迹带（0.275～0.875 m）对其边缘有所涉及。该测点主要受轻卡右后轮荷载作用，轴重相对较小，应变变化量小于1-1测点。
1-3测点（1/2点）不在任何车型轮迹带覆盖范围内，不受车辆轮载直接作用，温度补偿后每小时应变变化量趋近于零（-1×10-6～1×10-6），与预期完全吻合，从侧面验证了温度补偿方法的合理性。
1-4测点（3/4点）位于轻卡左后轮轮迹带（2.575～3.175 m）及重卡左后轮轮迹带（2.675～3.275 m）覆盖范围内，同时受轻卡与重卡左后轮荷载作用。分析认为，重卡与轻卡后轴轴重均较大，使该测点荷载响应略强于主要受轻卡影响的1-2测点。
温度补偿后各测点残差应变的空间分布规律与修正轮迹带位置高度吻合，表明接缝构件对不同横向位置、不同车型荷载均具有良好的感知与响应能力。
2.5.4　交通荷载高峰时段分析
基于温度补偿后各测点残差应变数据，对监测周期内14 d的荷载高峰时段进行统计分析，结果见表6。
1/8点与3/4点位于重卡影响区域，两点峰值时段高度吻合，主要集中在04：00—10：00时段。14 d中有10 d（71.4%）的重卡荷载高峰出现在该时段，说明重卡车辆主要在清晨时段通行，符合货运车辆避开早高峰、利用夜间至清晨行驶的规律。此外，部分工作日（如1.29、1.30、2.13）出现20：00—24：00的夜间次高峰，进一步印证了重卡夜间通行的特征。
1/4点位于轻卡及轿车影响区域，荷载高峰主要集中在08：00—16：00时段，其中12：00—16：00出现频率最高（14 d中有10 d，占71.4%），说明轻型车辆以日间通行为主，与城市道路早晚高峰规律一致。
综上，基于各测点荷载高峰时段的统计分析，可识别出重型车辆与轻型车辆主要通行高峰的交通流量规律：在时间维度上，重卡高度集中在凌晨至清晨时段（04：00-10：00）及夜间（20：00-24：00），而轻型车与轿车集中于日间（08：00-16：00）；在横向分布维度上，重载作用区域集中于车道偏右侧的轮迹带（距左边缘0.4~0.9 m），而车道中线附近（1.88 m处）荷载作用较小。这一三维时空分布规律为后续更精细化、更具针对性的沥青路面交通流动态模拟与抗疲劳设计提供了关键的实测数据支撑。
鉴于本文所建立的轮载特征参数及现场监测数据均依托于高速公路，所得构件应变响应规律主要适用于高速或一级公路的沥青路面。对于普通干线公路或低等级市政道路，其交通流工况及轴载分布存在显著差异，后续工程应用中可依据其实际交通特征总结规律，进一步对构件壁厚及间距等尺寸组合进行相应的降阶优化，以避免材料性能冗余。
3　施工方案
收起
本研究结合上海S20外环高速K73.317～K97.111 路段工程实际，针对接缝构件的结构特性，制定了适配的施工流程，重点把控定位精度、构件安装稳定性及与路面结构的协同性，施工关键技术如图12所示。
3.1　接缝开槽与槽体清理
沿设计接缝线开槽至混凝土基层，槽宽40 cm。切割完成后采用压缩空气与人工清扫相结合的方式清除槽内松散骨料和粉尘，确保槽壁平整、基层干燥，为定位与构件贴合提供稳定界面。
3.2　定位钢筋精确布设
定位钢筋用于控制伸缩筒初始长度与安装平行度，是构件稳定工作的核心。实际工程中接缝开槽宽度约为40 cm，考虑到两端需为防火防水土工布的铺设及后期沥青混合料的密实填充预留充足的操作空间，构件的初始铺设长度宜控制在20~25 cm。结合有限元数值模拟，本研究对比了22 cm与24 cm两组初始长度参数，结果表明，当内外钢管重合长度为8 cm（即构件整体安装长度呈22 cm状态）时，接缝跨距适中，构件的挠度传荷系数表现更优，既能保障变形适应性，又具备极佳的工程可实施性。因此，按设计间距22 cm在槽底钻孔，锚固深度两端3 cm、中部18 cm。孔内注入植筋胶后插入钢筋，待胶体固化后复核平行度与对中性，确保两根定位钢筋平行于接缝中心线。定位钢筋安装示意见图13。
3.3　防护层铺设
在槽底均匀涂刷防火胶，铺设耐高温防水土工布，搭接宽度≥5 cm。该层用于隔水、防火及防腐蚀，以降低构件与基层直接接触引起的锈蚀风险。
3.4　伸缩构件安装与防护处理（关键工序）
伸缩套筒采用内外方钢管套合结构，安装前进行以下处理。
1）套筒润滑：在内外管接触面均匀涂抹高真空硅脂，保证后期温度伸缩自由滑移。
2）端口封堵：内管端部填充发泡胶，防止异物进入套筒内部。
3）外表面防腐：套筒外表面涂刷环氧树脂AB胶形成保护层。
接缝构件满铺于槽口中（图14），安装时将构件逐根置于两定位钢筋之间，使构件轴线与接缝线平行，确保伸缩方向与路面纵向一致。采用套筒间重合长度8 cm、外管4 cm、内管3 cm的参数组合（为数值模拟与现场验证所得最优方案）。
3.5　沥青封层与整体压实
构件安装完成后进行沥青封层处理，封层厚度与原面层一致。采用“边缘预压—整体碾压”的压实顺序，确保接缝区域与既有路面平顺衔接，压实度≥96%，避免因压实不足造成构件周边空隙或渗水通道。
4　结束语
收起
本研究围绕沥青路面接缝结构薄弱问题，针对现有研究中“重材料与工艺、轻构件设计”的不足，提出并验证了一种新型沥青层专用接缝构件及其配套施工技术。通过结构设计、有限元分析及现场实测相结合的方法，系统评价了构件的力学性能与服役表现，主要结论如下：
1）所提出的双管套合式伸缩接缝构件能够在保证结构承载能力的同时，实现良好的温度变形适应能力。数值模拟结果表明，构件在不同参数组合下均表现出较高的传荷能力，挠度传荷系数整体大于0.88，离散系数小于0.1，说明其在荷载传递稳定性与均匀性方面具有良好表现。综合力学性能与工程适配性，确定外管4 cm、内管3 cm、重合长度8 cm为最优组合方案。
2）现场监测结果表明，接缝构件在实际交通与环境耦合作用下工作状态稳定，应变响应与温度变化及车辆荷载分布规律具有良好一致性。构件能够有效感知不同横向位置及不同车型荷载作用，并保持应力响应在安全范围内，未出现异常波动或失稳现象，验证了其良好的结构协同能力与长期服役潜力。同时，本研究结合图11及表5轮迹带范围分析了车道1/8、1/4、1/2及3/4点所受轮载情况，从侧面说明接缝构件服役期间所受应力应变可实时监测。
3）配套提出的施工工艺在定位精度控制、伸缩自由保障及防渗防腐方面形成了系统化技术体系。通过工程应用验证，该施工方案工序清晰、操作性强，能够有效保障构件安装精度及服役性能，施工质量可控性较高。整体来看，该技术在实际工程中具有较好的可实施性。
4）从理论角度出发，本文突破了传统沥青路面接缝以材料性能与施工工艺为主导的研究范式，将接缝区域视为可设计的结构单元，提出了“构件化调控”的设计理念。通过引入具有伸缩与传荷功能的结构构件，实现了对接缝力学响应与变形协调机制的主动干预，为沥青路面接缝由“被动适应”向“主动调控”转变提供了新的理论支撑。
综上，本文提出的新型沥青路面接缝构件为解决传统接缝病害问题提供了一种具有工程可行性的技术路径，对推动沥青路面结构精细化设计与高耐久发展具有一定参考价值。

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2026年第56卷第5期
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doi: 10.3724/j.gyjzG26032102
  • 接收时间：2026-03-21
  • 首发时间：2026-06-25
  • 出版时间：2026-05-20
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  • 收稿日期：2026-03-21
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    1上海市政养护管理有限公司，上海201103
    2同济大学土木工程学院桥梁工程系，上海200092

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倪艳春，副教授，主要从事结构智能监测与加固研究，。
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2种不同金属材料的力学参数
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Number of
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Number of
species		 占总种数比例
Percentage of
total species (%)		 属
Genus		 种数
Number of
species		 占总种数比例
Percentage of total
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鹅膏菌科Amanitaceae 2 11 5.26 鹅膏菌属 Amanita 10 4.78
小菇科 Mycenaceae 2 12 5.74 丝盖伞属 Inocybe 5 2.39
多孔菌科 Polyporaceae 8 14 6.70 蜡蘑属 Laccaria 5 2.39
红菇科 Russulaceae 3 23 11.00 小皮伞属 Marasmius 6 2.87
小菇属 Mycena 11 5.26
光柄菇属 Pluteus 5 2.39
红菇属 Russula 17 8.13
栓菌属 Trametes 5 2.39
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