本文選題：舊水泥混凝土路面 + 碎石化技術　； 參考：《南華大學》2014年碩士論文

【摘要】：截止2013年年末,全國公路總里程達435.62萬公里,較2012年年末公路里程增幅約2.8%,根據官方數據分析,我國2013年年末有鋪裝路面和簡易鋪裝路面公路里程至少287.7萬公里,有鋪裝路面235.94萬公里,其中瀝青混凝土路面65.99萬公里,水泥混凝土路面169.95萬公里。在今后相當長一段時間里,它將仍然是車輛通行路面結構的主要形式。水泥混凝土路面在車輛超載或臨近使用年限時,均易出現斷板、錯臺、板底脫空等病害,嚴重影響車輛行車安全。目前針對水泥路面改造加鋪瀝青面層的方式基本為“白+黑”和“白改黑”兩種方式,但是怎么設計合理的加鋪瀝青路面結構,仍然是是工程技術人員的重要研究課題。根據本區域國道G107線路面改造工程實例,分析研究了碎石化技術在該項目的應用情況,重點分析了碎石化加鋪瀝青路面結構設計、施工技術要求及項目的實施控制。針對特重交通荷載等級下,國道G107路面改造工程的碎石化加鋪瀝青路面的結構方案(該項目設計加鋪方案:45cm水泥穩定碎石基層+10cm瀝青混凝土面層)進行優化分析。采用ANSYS有限元軟件建模分層分析碎石化加鋪瀝青路面結構,分別考慮在標準軸載100kN和超載120kN作用下的層底拉應力及溫度應力的力學性能,最終分析出最優的碎石化加鋪瀝青路面的結構組合為:35 cm水泥穩定碎石基層+10 cm瀝青混凝土面層,并利用層狀彈性體系理論程序HPDS2011對該優化結構層進行驗算。經驗算,該優化結構滿足項目設計要求。國道G107路面改造工程加鋪瀝青路面結構的設計是在特重交通荷載等級下進行的,筆者由此進一步分析交通荷載等級對碎石化加鋪瀝青路面結構的影響,其中研究了加鋪結構厚度與累計標準軸次的關系,并提出對應不同交通荷載等級的碎石化典型結構層方案。分析認為:中等、重交通荷載等級下的項目,碎石化后加鋪瀝青路面時,可直接加鋪瀝青砼面層;特重交通荷載等級的項目,碎石化后加鋪瀝青路面時,必須加鋪新的水泥穩定類基層。
[Abstract]:By the end of 2013, the total mileage of highways in China had reached 4.3562 million kilometers, an increase of about 2.8 percent over the end of 2012. According to official data, there were at least 2.877 million kilometers of paved and simple paved roads in China at the end of 2013.There are pavement 2.3594 million km, including asphalt concrete pavement 659900 km, cement concrete pavement 1.6995 million km.It will remain the main form of road structure for a long time to come.When the vehicle is overloaded or near the annual limit of service, the cement concrete pavement is prone to break the board, stagger and empty the bottom of the slab, which seriously affects the safety of the vehicle running.At present, there are two ways of paving asphalt surface for cement pavement reconstruction: "white and black" and "white to black", but how to design reasonable asphalt pavement structure is still an important research topic for engineers and technicians.Based on the example of the reconstruction of G107 line surface of the national highway in the region, the application of the gravel technology in the project is analyzed, and the structural design, construction technical requirements and the implementation control of the project are emphatically analyzed.Under the heavy traffic load grade, the structure scheme of macadam overlay asphalt pavement of National Highway G107 pavement reconstruction project (the project design overlay scheme: 45cm cement stabilized macadam base 10cm asphalt concrete surface layer) was optimized and analyzed.The ANSYS finite element software is used to model and analyze the asphalt pavement structure. The mechanical properties of tensile stress and temperature stress under the action of standard axial load 100kN and overload 120kN are considered respectively.Finally, it is found that the optimal asphalt pavement structure combination is 10 cm asphalt concrete surface layer with 10 cm cement stabilized macadam base, and the optimized structure layer is checked by the layered elastic system theory program HPDS2011.Empirical calculation shows that the optimized structure meets the requirements of project design.The design of overlay asphalt pavement structure of National Highway G107 pavement reconstruction project is carried out under the special heavy traffic load grade. The author further analyzes the influence of traffic load grade on the asphalt pavement structure of macadam overlay.The relationship between the thickness of the overlay structure and the accumulative standard axial number is studied, and a typical gravel structure with different traffic load levels is proposed.The analysis shows that the items under medium and heavy traffic load grade can be directly overlaid with asphalt concrete when the asphalt pavement is covered with crushed stone, and the items with heavy traffic load grade can be paved with asphalt pavement after crushed stone.A new cement stabilized base must be added.
【學位授予單位】：南華大學
【學位級別】：碩士
【學位授予年份】：2014
【分類號】：U416.217

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相關期刊論文 前1條

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本文編號：1745706