【作者】 高立波；

【导师】 王哲人；

【作者基本信息】 哈尔滨工业大学 ， 道路与铁道工程， 2010， 博士

【摘要】 近年来,全球气候转暖,重载交通增长,我国高速公路沥青路面早期车辙现象也日益严重,并多以流动型车辙为主,已成为当前最主要的路面早期损坏现象,车辙形成的因素很复杂,既有材料因素,又有结构因素,历来多偏重材料因素的研究,如在路面中采用SMA、SBS、Superpave等技术。但最新调查发现以上、中面层为主的车辙现象正在转变为以中、下面层车辙为主,而车辙的出现也只是略有减缓,路面仍不可避免出现较大车辙。本论文结合近十来对路面车辙等早期损坏的跟踪检测和试验实践,采用有限元计算分析方法,对路面车辙产生机理进行分析,发现在新的交通、气候条件下路面结构因素对路面车辙的影响显得尤为突出。而我国已建高速公路几乎全部是半刚性基层沥青路面结构的现实,明显与新的形势不相适应。突破传统的思维定势,从新的角度、用新的思想认识路面结构因素对路面车辙的影响,采用有效的结构措施提高路面的抗车辙性能是本论文的主要研究目的。实践是检验真理的唯一标准,基于事实的归纳分析对于路面结构的研究将产生与时俱进的深远影响。基于路面钻芯试验和剪切理论分析,半刚性基层沥青路面3~11cm范围内为等效压应力、剪应力和剪应变的高值区,流动型车辙是由剪应变控制的。提高沥青路面中面层高温模量可有效降低剪应变,达到抗车辙的目的。按层位设计沥青混合料的思想,开展了高模量沥青混凝土的研究,基于粘弹性理论,采用动态模量作为评价指标,得出了高模量沥青混凝土的定义。有效的提高了沥青中面层高温动态模量,而常温、低温性能不降低。为高模量沥青混凝土的应用推广奠定了基础。基于半刚性基层结构存在结构缺陷的事实,提出了路面结构设计组合原则和联结层设计理念,即在沥青层与半刚性基层之间增设一层沥青稳定碎石或级配碎石联结层,改善半刚性基层工作条件,使整个路面在荷载作用下协调变形,减少路面车辙与裂缝,体现了长寿命沥青路面设计理念,与以往只作为功能性联结的联结层有所不同。根据联结层设计理念和层位对材料性能的要求,开展了联结层材料的性能和施工工艺研究,提出了经过工程验证的配套技术,包括配合比设计方法、级配范围及相应的技术指标要求和施工控制要点。提出的级配碎石层的设计模量建议值经实践检验完全能够实现,为联结层的设计和应用提供了技术支持。工程应用和经济分析表明,通过提高中面层高温动态模量,采用联结层组合式路面结构的结构措施,可以实现路面协调变形的目的,有效减少路面车辙的产生。在重交通高速公路铺筑的联结层组合式沥青路面结构,在通车5年后仍表现出较好的抗车辙性能,车辙小于或等于半刚性基层沥青路面,没有出现裂缝等病害,明显优于半刚性基层沥青路面。同时该类型路面结构具有较好的技术经济指标。更多还原

【Abstract】 In recent years, with the warming of the global climate and the increasing of the heavy traffic, the rut of the highway asphalt pavement in our country is becoming more and more serious, and most of which is flowing one. As a result, it is the main early damage phenomenon nowadays. The forming reasons of rut are complicated, which concludes both material one and the structure one. In past, we prefer to study the material ingredient, such as using the technology of SMA, SBS and Superpave in pavement construction. But the new survey shows that the rut in the upper layer and the middle layer is replaced by the rut in the middle layer and lower layer. Besides, although the appearance of rut is slight alleviating, it could hardly avoid larger rut.In the paper, with the early damage tacking detection and the experiments of the rut in the recent ten years, using the finite-element analysis method, we analyze mechanism of rut in pavement structure and find that in the new traffic and the climate condition the ingredient of pavement structure would seriously influence the pavement rut. But the constructed highways in our country are nearly all the semi-rigid base asphalt pavement structure which is unsuitable with the new situation.Breaking the traditional regular thinking tendency, we should study the influence of pavement structure ingredients to the rut through the new view and idea. Using the effective structure measures to improve the rutting resistance performance is the main research purpose of this paper. Practice is the only test of truth, the research based on the induction analysis about the pavement structure would have an important influence.Based on the drilling experiment and the shear theory analysis, there is a high value region of equivalent compressive stress, shear stress and shear strain between the 3 cm and 11 cm in the semi-rigid asphalt pavement. Besides, the flowing rut is controlled by the shear strain and we could improve the high-temperature modulus of middle layer of asphalt pavement to effectively reduce the shear strain and resist the rut. According to the layer design theory of asphalt mix, we study the high modulus asphalt concrete. According to the visco-elastic theory, we use dynamic modulus as the criteria and set the definition of high modulus asphalt concrete, and this method could effectively improve the high temperature dynamic modulus of middle layer without lowering the performance of normal and low temperature, which lay a foundation for the application of high modulus asphalt mix.Since there are structure faults in the semi-rigid base, we put forward the design theory of pavement structure combination design principle and binder course design theory. In other words, we put a layer of asphalt stabilized crush stone or the graded crushed stones between the asphalt layer and the semi-rigid base in order to improve the working condition of semi-rigid base layer and coordinate the deformation of the whole pavement. Through the above methods, we could reduce the rut and crack of the pavement, which is suitable with long-life asphalt pavement theory, and which is different from traditional binder course.According to the requirement of binder course design theory and the material performance, we research the material performance and construction technology of binder course. And we put forward the matching technology including the mix design method, gradation range,the technical requirement and the construction control point, which is validated by the construction. Besides, the proposed design modulus is realized through the construction practice, and it provides a technical support for the design and application of binder course.Both the construction application and the economy analysis show that we could coordinate the deformation of pavement and reduce the rut through improving high-temperature dynamic modulus of middle layer and the measures of binder course combined pavement structure. What’s more, the binder course combined pavement structure in the heavy traffic highway is still performing a good rutting resistance 5 years after opening. The rut depth is smaller or equal to the semi-rigid asphalt pavement, and there is no damage such as cracks etc, which is apparently better than the semi-rigid one. Furthermore, this kind of road structure also has a good economic index.更多还原