【作者】 张熙颖；

【导师】 殷琨；

【作者基本信息】 吉林大学 ， 地质工程， 2013， 博士

【摘要】 交通运输是国民经济的命脉，是推动国民经济发展的“领跑者”。在现代化交通运输系统中，公路运输因其独特的优势而备受青睐。我国公路建设事业虽然一直保持较强的发展态势，但所面临的问题也不容忽略，公路建设的各个环节有待于完善和提高。环长春季冻区的公路路基及路面结构面临着高温及严寒双重的气候压力，这一区域的公路在其建设及运营过程中，具有自身独特的问题。而我国现行的《公路路基设计规范》（JTG D30-2004）及《公路沥青路面设计规范》（JTG D50-2006）均属于“国标”，对于季冻区公路的路基及路面设计缺乏针对性。本论文立足季冻区典型路面结构设计，综合调查了该区域公路路基路面所存在的病害形式，将病害形式与路基路面结构力学指标建立对应关系。在路面结构设计中，引入能够最大限度地反映路面结构实际运营状态的多指标体系，提出两类季冻区典型路面结构，并对其从技术及经济两方面展开研究。具体包含以下内容：1.进行环长春季冻区沥青路面结构的主要病害形式调查，并从气候、交通、荷载等方面综合分析病害产生的主要原因，建立起病害与设计指标间的靶向对应关系。2.结合环长春季冻区运营公路的主要病害形式，结合国内外现有成果，推荐出适合气候及交通特点的沥青路面典型结构并计算验证。3.采用弹性层状体系设计软件BISAR计算典型路面结构在设计荷载作用下的力学响应，并分析各设计参数对力学响应的影响情况。4.采用灰关联理论分析并评价各计算荷载响应对于结构路用性能的敏感性，从而得出各指标作为路面设计参数的择优序列。同时，采用灰靶理论对各典型路面结构的靶心度进行分析计算，从而典型路面从技术角度上的择优序列。5.对所推荐典型路面结构采用全寿命周期理论的经济性评价，得出所推荐结构从经济性角度的择优序列。在进行大量的外业调查和理论研究、计算的基础上，得出下列结论:1.环长春季节性冰冻地区路基路面病害是在温度（正温和负温）、湿度和土质三方面因素耦合作用下产生的。路基病害类型主要有冻胀及翻浆、困路基不均匀沉降而产生的纵向开裂及路基沉陷。对路基性能较敏感的设计指标包括路表的竖向位移及路基顶面的压应力和压应变。沥青路面结构的病害按照产生原因分为荷载型病害、高温型病害、低温型病害、水损害及疲劳型病害等五种类型。沥青路面的病害与行车荷载，尤其是超载超限车辆的运行有很大的关系。对路面性能较敏感的力学指标包括路表的竖向位移及各结构层层底应力和应弯。2.在现行规范框架下，提出了环长春季冻区典型路面结构的设计理念，也就是采用“国标指标+补充指标”进行路基路面结构综合设计的理念。季节性冰冻地区的典型路面结构应该适应行车荷载的作用特性、保证在自然因素的作用下稳定性要好、还要考虑结构层之间的特点。本文推荐的两类典型路面结构首先按照现行规范的设计方法进行设计计算，使全部8种典型路面结构均符合现行国标的设计标准。3.采用BISAR软件计算出8种典型路面的路表轮隙中心处的竖向位移、各结构层的层底应力、层底应变、路基顶面的压应力、压应变。鉴于我国当前的形势，采用双轮组轴重为130KN的设计轴载，简写为CKZ-130。计算结果表明，一次静载作用下路面结构各项响应都远远小于国标中疲劳设计中的控制指标。长寿命路面结构的响应数据显示，所推荐的结构满足长寿命路面结构的指标要求。按照路面结构等效的原则将典型路面结构转换为三层体系。分析了各项设计参数变化对于荷载响应的影响程度。分析结果说明，对于某一路面结构，如果能找出其设计的主要矛盾，则可以很好地定位出需要修改的设计参数，这对优化设计具有很好的建设性。4.采用灰关联理论确定出各荷载响应对于沥青路面路用性能影响程度的序列。7类荷载响应的排序情况为：轮隙中心处路面竖向位移>路基顶面压应变>沥青层层底压应变>基层层底拉应变>路基顶面压应变>沥青层层底压应力>基层层底拉应力。采用灰靶理论，按照极小值极性的原则建立标准序列，采用标准序列形成1化标准靶心，并将所有序列转化为灰靶序列，从而计算出各灰靶序列相对于标准靶心的靶心度。靶心度即代表了各序列与标准化靶心的接近程度。5.引入全寿命周期成本的经济评价方法概念，建立起了环长春季节性冰冻地区寿命周期成本的组成框架，筛选出寿命周期成本比较的技术指标，计算出全部8种典型路面结构寿命周期成本，从经济上定量地确定出典型路面结构序列。在考察寿命周期成本时，选用净现值作为经济评价的指标。“强基薄面型”传统典型路面结构的寿命周期成本分析期为15年，长寿命沥青路面结构的分析期为45年。寿命周期成本分析包括初期建费用分析、小修及日常保养费用分析、中修费用分析、大修费用分析及用户费用分析。经计算，8种典型路面结构的寿命周期成本按由小到大的顺序排列情况如下：B-4<B-1<B-2<B-3<A-1<A-2<A-3<A-4。这一结论说明，虽然长寿命沥青路面结构的初期建设成本较传统路面结构高出很多，但期寿命周期成本却优于后者。在寿命周期成本基础上，本文研究了将厂拌热再生技术用于季冻区公路的中修、大修或重建中，计算了采用再生混合料的经济效益，并分析了社会效益，为寿命周期成本的节约提供有效的途径。更多还原

【Abstract】 Transportation is the lifeline of the national economy to promote development. Amongthe five modern transportation ways, highway is favored because of its advantages. Althoughhighway development is keeping healthy in recent years, the problems to improve highwaylevel should not be overlooked.High temperature and cold climate are the two most important factors that influence theperformance of subgrade and pavement of Chang Chun seasonally frozen region. Highway inthis area has its own unique problems. But the current “Specifications for the Design ofHighway Subgrades"(JTG D30-2004) and “Specifications for the Design of AsphaltPavement"(JTG D50-2006) are suitable for any region in our country, but no special termsfor seasonally frozen region.In this paper, a comprehensive survey of the diseases of the highway subgrade andpavement was untaken, and a corresponding relationship between the diseases and themechanics index of subgrade and pavement structure was set up based on the seasonallyfrozen region of typical pavement structure design. In the design of pavement structure, theindex system that can reflect the actual operation state of pavement structure was established.And two kinds of typical pavement structure for seasonally frozen region were recommended.The main content is as follows:1. To make a comprehensive investigation on the main diseases of asphalt pavementstructure in seasonally frozen area, and set up the corresponding relationship between diseaseand design index according to the factors of climate, traffic and load.2. To recommend two kinds of typical asphalt pavement structures suitable for the climate features according to the main diseases and the previous experience.3. To calculate the mechanical responses of the typical pavement structure under the loadof130KN using BISAR.4. To analyze and appraise the sensitivity of all calculated load responses to the highwayperformance with the grey theory to obtain the preferential sequence of them. At the sametime, to obtain the preferential sequence of all these typical pavement structure under anyindex system using the theory of grey target to simplify the design procedure of highwaypavement.5. To make economic evaluation of the recommended typical structures based on thelife-cycle benefit theory to get the preferential economic sequence of these structures.The main conclusions are as follows:1. The diseases of subgrade in seasonally frozen region are produced due to thecomplicated factors of temperature (positive and negative), nature of soil and humidity. Heave,frost boiling, uneven settlement and longitudinal cracking are the main diseases of subgrade.The relative sensitive indexes to the design of subgrade performance are the compressivestress and compressive strain on the top surface. According to the cause of disease, diseases ofasphalt pavement can be divided into five types as type of loading, type of high temperature,type of low temperature, type of water damage and type of fatigue. Diseases of asphaltpavement are produced to a large extend by the vehicle load, especially the overloaded or/andthe oversized vehicles.2. The design method of typical pavement structure of Changchun seasonally frozenregion are established in the framework of the existing specifications. The typical pavementstructure of this region should have the following three characteristics:①Adapt to thecharacteristics of the traffic load.②To keep stability under any natural conditions.③Tosatisfy the characteristics of between the layers. All of the two kinds of typical pavementstructure recommended in this paper have been calculated with the design method proposedby the current specifications and they all satisfy the requirements.3. The vertical displacement at the center of wheel gap, stress at the layer bottom, strainat the layer bottom, the compressive stress and strain subgrade top surface is calculated withBISAR. Considering of the present situation of China, the wheel axle load here is130KN, abbreviated as CKZ-130. As shown by the results, load responses of the pavement structureunder static load are far less than the values calculated under repeated loads with the fatiguedesign method. And calculated data of the recommended long-life pavement structure can allmeet the requirements of design index system.Extend of the impact of the various parameters on load responses are calculated andcompared by the three-layer system. From the results, conclusion can be achieved that if themain factors among the parameters in the pavement design can be found out, then the designmethod and procedure of typical pavement can be simplified and optimized easily.4. The sequence of the degree of the influence of the load responses on the asphaltpavement performance are determined by the grey theory, as follows:the road vertical displacement at the center of Wheel gap> compressive strain on the topof subgrade> compressive strain at the bottom of the asphalt layer> the tensile strain at thebottom of base layer> the compressive strain on the top of subgrade> the compressive stressat the bottom of asphalt layer> the tensile stress at the bottom of base layer.The grey target sequence is set up on the basis of the standard sequence, which isestablished by1standardized target center in accordance with the minimum polarity principle.Also, degree relative to the center of the target is calculated which can represent how closeany sequence and the standardized one are.5. The concept of Life-cycle benefit is introduced in the economic evaluation of thetypical pavement in seasonal frozen region. And the indexes to evaluate are selected to workout the life-cycle cost of all typical pavement structures. Therefore, the economic sequencesof the typical pavement structures are determined. In the study of life-cycle benefit, the netpresent value is selected as the economic evaluation index. Periods for analysis are differentbetween the two types of typical pavement structures with15years for the “strong foundationand thin face”"type and45years for the long-life one. Life-cycle cost can be divided into5parts: the initial construction cost, cost for minor repairs and routine maintenance, cost forrepair, cost for major repair and cost for users. The sequence of cost is as follows:B-4<B-1<B-2<B-3<A-1<A-2<A-3<A-4.The results show that although the initial construction cost of the long-life asphaltpavement is much higher than that of the traditional pavement structure, the life cycle cost is better than the latter.The application of technique of the hot-mixed plant regeneration in the repair orreconstruction of highway pavement is studied, and the economic benefits are considered andanalyzed to provide an effective approach to save cost in the construction of highway inseasonally frozen region.更多还原