Keywords

1 Introduction

The development of dual-functional pavements that can simultaneously meet both environmental and emergency requirements has become a hot topic in current social development. Among them, environmentally friendly dual carbon pavements aim to reduce the carbon emissions of pavement materials to minimize environmental impact, while emergency pavements need to quickly repair roaddamage within a short time to ensure traffic flow and safety [1]. In fact, it is necessary to vigorously develop areas such as green buildings, low-carbon transportation, and smart cities, among which an important technology is prefabricated buildings [2]. However, in practical use, the overlapping joints of prefabricated steel fiber pavement panels are prone to cracking and damage, which affects their mechanical properties and service life [3, 4].

Cyclic load is a common form of load during the use of road surfaces, and under its action, the lap joints of assembled steel fiber pavement panels are prone to fatigue damage and crack propagation [5, 6]. Therefore, studying the effect of cyclic load on the mechanical properties of lap joints in prefabricated steel fiber pavement panels is of great significance for improving their durability and service life [7]. The aim of this study is to explore the influence of cyclic load on the mechanical properties of lap joints in prefabricated steel fiber pavement panels through experimental and numerical simulation methods, providing scientific basis and technical support for their design and application [8, 9]. The specific research content includes the deflection value of assembled steel fiber pavement panels under different cycles of cyclic load [10]; Through the development of this study, scientific basis and technical support can be provided for the design and application of prefabricated steel fiber pavement panels, improving their durability and service life, and making contributions to the development of urban transportation.

2 Establishment of Finite Element Model

When using ABAQUS for engineering structural analysis, the pavement structure is usually simplified as shown in Fig. 1, where the X, Y, and Z directions represent the driving direction, pavement width direction, and pavement depth direction, respectively. The foundation size is 2 m longer and 2 m wider than the slab.

Fig. 1.
figure 1

Finite element structural analysis model for concrete pavement

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2.1 Model Parameter Selection

The material indicators of the structural layer of this model are based on the actual road section of the Guangyang Avenue Ecological Restoration and Quality Improvement Project in Guangyang Bay Ecological City, Nan’an District, Chongqing. The material parameters are thickness, elastic modulus, and Poisson’s ratio, respectively. C35 steel fiber reinforced concrete is selected, and the model material parameters are shown in Table 1.

Table 1. Model parameters table
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2.2 Boundary Constraint Conditions and Interlayer Contact Analysis

In this article, the roadbed and base layer are set to be bound, and the base layer and surface layer are set to be in contact without separation. Constraints in the Y and Z directions are applied to the base layer. Based on experience, the friction coefficient of adjacent slabs is between 0.3 and 0.6, and the value in this article is 0.5.

2.3 Unit Selection and Grid Division

For the calculation of joint load transfer coefficient using deflection value, this article selects C3D8R unit for simulation. The dividing size of the road panel is 0.1m, and the grid size of the moving load zone is 0.05 m. The grid is encrypted at the joints, as shown in Fig. 2.

Fig. 2.
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Mesh division

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2.4 Position of Load Action

The vehicle speed under normal driving is set at 50 km/h, and the on-site vehicle speeds are set at 5 km/h, 10 km/h, 15 km/h, and 20 km/h. The calculation results are analyzed based on the deflection value of the road panel, and the calculation points are mainly selected at the joints and the middle of the board. The action and calculation points of the moving load are shown in Fig. 3.

Fig. 3.
figure 3

Diagram of moving load

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3 Analysis of Mechanical Properties of Lap Joints Under Cyclic Loading

The SFPCP finite element model with lap joints under cyclic loading is established based on the loading position in Fig. 4, and the mechanical properties of the pavement slab after cyclic loading of 200 and 500 cycles at a vehicle speed of 50 km/h and an axle load of 200 kN are analyzed.

Fig. 4.
figure 4

Schematic diagram of the location of the load

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3.1 Comparative Analysis of the Deflection Value of the Pavement Under Different Cycles

Through the analysis of finite element software, the deflection value and shear stress of the prefabricated steel fiber reinforced concrete pavement slab are obtained, as shown in Figs. 5 and 6.

Fig. 5.
figure 5

Variation curve of bending and settlement values in the plate under different number of cycles

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Fig. 6.
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Variation curve of joint bending and settlement values under different cycle times

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From Figs. 5 and 6, it can be seen that after 200 and 500 vehicle load cycles, the deflection change curves of the plate center and joint are similar. The maximum deflection value of the plate is about 0.35 mm, and the maximum deflection of the joint is also 0.35 mm. About. After 200 cycles and 500 cycles, the difference is that after 500 cycles, the change law of the center of the plate and the joint is more and more obvious. After 200 cycles, the deflection change curve of the plate center and the joint is similar to the vibration curve. Vibration will have an effect on the pavement.

4 Conclusion

  1. (1)

    The deflection curves of the plate and joint after 200 and 500 vehicle load cycles are similar, and the maximum deflection values are around 0.35 mm. This indicates that the number of cycles has a relatively small impact on the trend of deflection variation, while the maximum value of deflection is relatively stable.

  2. (2)

    After cycling 200 and 500 times, the variation pattern at the joints in the board is different. After 500 cycles, the variation pattern at the midpoint of the plate becomes more and more obvious, while after 200 cycles, the deflection variation curve at the midpoint of the plate is similar to the vibration curve. This indicates that as the number of cycles increases, the deflection change of the pavement panel will be influenced by more factors, and when the number of cycles is small, the deflection change of the pavement panel may be more inclined to exhibit vibration effects.

  3. (3)

    As mentioned earlier, vibration can have an impact on the road panel. Especially when the number of cycles is small, the deflection change curve at the plate and joint is similar to the vibration curve, which further confirms the impact of vibration on the pavement slab. Therefore, when designing, maintaining, and managing road panels, the impact of vibration factors should be considered.