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  • 學位論文

中正國際機場混凝土鋪面的溫度效應之研究

A Study of Temperature Effects for the Concrete Pavement in Chiang Kai-Shek International Airport

指導教授 : 周家蓓

摘要


摘 要 鋪面的外部載重以交通載重及溫度效應為主,機場鋪面的交通載重可由航機型式估計,而溫度效應依據機場位置及氣候環境而定。國內機場鋪面結構設計手冊以美國波特蘭水泥協會(PCA)及美國聯邦飛航總署(FAA)為主,國際民航組織(ICAO)為輔,因鋪面材料及施工等條件的不同,再加上氣候特性後,台灣地區的機場鋪面服務績效有待檢核。 中正機場為台灣地區最繁忙的國機航空站,從民國68年開航至今已屆25年,第一期鋪面已達設計年限,正面臨鋪面更建及績效重新評估之際,故在N1入口滑行道進行鋪面的交通載重及溫度效應評估,以回饋機場鋪面本土化設計參數。中正機場混凝土鋪面的溫度效應經研究後,有下列成果: 混凝土版溫度的範圍在11.2℃至50.8℃間,版均勻溫度為16.9℃至40.9℃,版溫度變量為24.0℃至30.3℃間。正溫度梯度為0.21℃/cm至0.44℃/cm,負溫度梯度為-0.14℃/cm至-0.24℃/cm。 版熱應變率經整理後,版中央應變率,橫向為0.82、縱向為2.44~2.55;版邊緣應變率,橫向為0.97~2.57,縱向為0.90~3.39;角隅應變率,橫向為0.69~2.84,縱向為0.61~3.35。 接縫開口量由觀測結果與設計公式計算結果比較,其值約為60.87~73.04%。由最高氣溫與最低氣溫計算所需的填縫料寬未大於10.0mm。 中正機場混凝土的熱應力,由12個月所呈現的張應力及壓應力顯示,在最低均勻版溫所計算熱應力,不論是版中央或版邊緣的應力最大值,Westergaard公式計算值為最大,Bradbury公式計算值為次之,最後為應力單元計算值。反之,版中央或版邊緣的應力最小值,Westergaard公式計算值為最小,Bradbury公式計算值為次之,最大為應力單元計算值。在最高均勻版溫所計算熱應力,不論是版中央或版邊緣的應力以及最大值或最小值,在Westergaard公式、Bradbury公式及應力單元間所得計算值,其大小次序無定則。 機場混凝土鋪面結構績效明顯受到溫度效應,由於航機總載重朝愈重發展,另接縫載重傳遞採繸縫筋(接縫載重傳遞為25%), 2003年ACPA機場接縫的佈設及鋼筋建議縱向接縫採繸縫筋,混凝土版接縫構造愈行複雜,混凝土版受航機輪載重與溫度效應作用之狀況,除各別的航機輪載重與溫度效應之評估外,由航機載重及溫度效應組成的應力亦應加以檢核,使應力比不超過設計年限所預估之航機起飛次數。

並列摘要


Abstract The major external loadings of pavement are traffic loadings and temperature effects. The traffic loadings for airport pavements can be estimated using the type of aircraft. The effects of temperature can be decided in accordance with the location of airport and climate conditions. The domestic airport pavement designs are based on PCA and FAA pavement manuals and complete with ICAO. The performance of airport pavement in Taiwan area needs to be evaluated with the qualities of materials, construction technologies and the characteristics of climate. The busiest airport in Taiwan is Chiang Kai-Shek International Airport, and the period from 1979 to the present is 25 years. As the pavement of the first stage has reached its design time limit and faces with the pavement reconstruction and need to reevaluate the performance, the traffic loadings and temperature effects shall be evaluated in the N1 entrance taxiway pavement to contribute the localization parameters to airport pavements design. The temperature effects of concrete pavement in Chiang Kai-Shek International Airport were investigated; the findings are as follows: The range of the temperature of concrete slab is between 11.2℃ and 50.8℃, the uniform temperature, from 16.9℃ to 40.9℃, and the variation of slab temperature is between 24.0℃and 30.3℃. the positive temperature gradient is between 0.21℃/cm and 0.44℃/cm, and the negative temperature gradient is from -0.14℃/cm to -0.24℃/cm. The ratio of thermal strain for slab: The strain of the center of slab is 0.82 in transverse and 2.44 ~ 2.55 in longitudinal. The strain of the edge of slab is 0.97 ~ 2.57 in transverse and 0.90 ~ 3.39 in longitudinal. The strain of the corner of slab is 0.69 ~ 2.84 in transverse and 0.61 ~ 3.35 in longitudinal. By comparing the observations with the values from the design formula, the rate of joint openings is 60.87~73.04%; the width of sealant is not more than 10mm when calculated by the maximum and average maximum air temperature. The thermal stress is induced by long-term thermal effect and short-term thermal effect; and, therefore, in addition to respectively checking the stress induced by short-term and long-term effects, the thermal stress used in concrete pavement designs shall be checked in accordance with the stress induced jointly by short-term and long-term effects. Calculated by Westergaard and Bradbury formulas as well as the relationship between stress and strain in stress element, the results indicate that the stress calculated by the Westergaard formula is larger than that calculated by the Bradbury formula, and the stresses calculated by the stress unit are all smaller than that calculated by the Bradbury formula.

參考文獻


6-10 Royall D.Bradbury, ”Reinforced Concrete Pavement Chapter 2 Stresses in Concrete Pavement”, Wire Reinforcement Institute,1938, pp.13~61.
5-11 B. Frank McCullough, ”Selection of Pavement Joint Sealant Material”, ASCE, TEJ,V No.TE2, 1982,pp.137~155.
2-27 Bouzid Choubane and Mang Tia, ”Nonlinear Temperature Gradient Effect on Maximum Warping Stresses in Rigid Pavement”, TRR 1370, 1992, pp.11~19.
2-12 Haiping Zhou, Gonzalo R.Rada, Gary E. Elkins and Aramis Lopez, ”LTPP SPS Automated Weather Station Program”, 1998 Annual Meeting TRB, 22p.
1-3 J. M. Barling, “Concrete and Airports Pavement”, Proceeding of Institute Civil Engineers Transportation”, Vol. 123, Nov. 1997, pp.226~233.

被引用紀錄


姜惟元(2010)。隧道混凝土襯砌火害後剝落之縮小模型實驗與模擬分析〔碩士論文,朝陽科技大學〕。華藝線上圖書館。https://www.airitilibrary.com/Article/Detail?DocID=U0078-2611201410125603

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