石灰稳定土实测灰剂量衰减分析

对高望公路工程中石灰稳定土底基层实测灰剂量试验数据进行多元线性回归分析，建立了实测灰剂量、初始灰剂量、龄期之间关系式，可用于控制施工质量。

Thermal Analysis of Composite Cements

The hydration of cement compounds gives hydrated compounds, which allow linking together, the different particles and aggregate of cement, and gives the concrete the required qualities. The dynamics of hydration reactions will depend on many factors, such as the fineness of cement, the ratio w/c during hydration, temperature, mixing technique, and the presence of additives in blended cement, as pozzolan, tuff and slag from blast furnaces. We studied the thermal and kinetic reactions of Portland cement hydration, and its variants with different additions using a differential scanning calorimetric analysis. The parameters from these models of curves allow us to evaluate the enthalpies, and the degree of progression of this blended cement, and finally determine their activation energies. We can say that the hydration of Portland cement is due to a series of reactions as （ C3S,C2S,C3A and C4AF reactions with water） and each of them, has its own kinetic, the experimental measurement of the heat of hydration, allows us to represent the overall kinetics of these reactions values of activation energy, they are therefore apparent and global energy. In our experiments, significant differences in these physicochemical parameters were observed, depending on the additive used.

Measured and Predicted Aging Properties of Arizona Asphalt Binders

The Arizona Department of Transportation （ADOT） in the USA conducted a series of asphalt aging related research and special studies between the 1970s and 1990s. The studies covered over 157 test sections representing both neat （virgin） asphalt and crumb rubber modified （asphalt-rubber） binders. The data comprised of a wide range of penetration, viscosity, and Performance Grade （PG） parameters, at original and aged conditions. In the late 1990s, asphalt PG complex shear modulus （G＊）, and phase angle （5） data were collected. The main purpose of this paper was to use the assembled database of the field core-aged asphalt test data and compare the test results to the American Association of State Highway and Transportation Officials approved Mechanistic-Empirical Pavement Design Guide （MEPDG） predictive modeled asphalt properties such as penetration and viscosity, G＊, and 5. Furthermore, G＊ and laboratory measurements on neat and asphalt-rubber binders extracted from the field cores of the pavement sections aged ten or more years were compared to the pressure aging vessel PG G＊ and ~. values. It was observed that the MEPDG predicted asphalt binder properties were rational for originally （tank） sampled binders, but fairly correlated for the aged binders. Additionally, penetration and viscosity aging indices representing over 20 years of field aged sections were established for a wide variety of asphalt binder grades. Overall, the relationships for aging indices were meaningful and rational. Results of this research indicated the degree of difficulty in predicting asphalt binder properties for pavements with ten or more years of field aging. The findings from this research study are envisioned to be of substantial value in future asphalt binder aging studies.

Experimental research on reasonable lubricant quantity for transmission gears used in high-speed train

The transmission efficiency, bulk temperature, integrate temperature, and scuffing load of test gears were investigated by a modified FZG rig. These values were measured in four different oil immersion depths with one kind of potential oil that may be used to replace the current synthetic oil in order to find the reasonable lubricant quantity that meets not only the need of transmission performance but also the need of scuffing resistance for high-speed train gears. For the purpose of evaluating the efficiency of the test gears, there were two sensors added to measure the output torque of testing gears and the compensation torque of motor. The minimum lubrication film thickness at the pitch point was gained through an EHL model. The ratio of the film thickness A was used to identify the friction status when scuffing occurred at different oil levels. The results demonstrated that no matter what kind of the immersion depth was, the minimum film thickness on the pitch point was about 0.1 ~m and the ratio of film thickness was about 1.5 when scuffing occurred. According to the relationship of contact pressure and ratio of film thickness at the pitch point, it was found that the immersion depth of pinion should not be less than one module of the gear when the contact pressure of high-speed train gear at pitch point was about 580 MPa, which was the actual pressure at start-up stage.

Laboratory Testing of Magnetic Tracers for Soil Erosion Measurement

Soil erosion, which includes soil detachment, transport, and deposition, is one of the important dynamic land surface processes. The magnetic tracer method is a useful method for studying soil erosion processes. In this study, five types of magnetic tracers were made with fine soil, fly ash, cement, bentonite, and magnetic powder （reduced iron powder） using the method of disk granulation. The tracers were uniformly mixed with soil and tested in the laboratory using simulated rainfall and inflow experiments to simulate the interrill and rill components of soil erosion, in order to select one or more tracers which could be used to study detachment and deposition by the erosive forces of raindrops and surface flow of water on a slope. The results showed that the five types of magnetic tracers with high magnetic susceptibility and a wide range of sizes had a range of 0.99-1.29 gcm-3 in bulk density. In the interrill and rill experiments, the tracers FC1 and FC2 which consisted of fly ash and cement at ratios of 1：1 and 2：1, respectively, were transported in phase with soil particles since the magnetic susceptibility of sediment approximated that of the soil which was uneroded and the slopes of the regression equations between the detachment of sediment and magnetic tracers FC1 and FC2 were very close to the expected value of 20, which was the original soil/tracer ratio. The detachment and deposition on slopes could be accurately reflected by the magnetic susceptibility differences. The change in magnetic susceptibility depended on whether deposition or detachment occurred. However, the tracer FS which consisted of fine soil and the tracers FB1 and FB2 which consisted of fly ash and bentonite at ratios of 1：1 and 2：1, respectively, were all unsuitable for soil erosion study since there was no consistent relationship between sediment and tracer detachment for increasing amounts of runoff. Therefore, the tracers FC1 and FC2 could be used to study soil erosion by water.