长大上坡路段沥青路面抗车辙技术研究
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摘要
交通荷载作用于长大上坡路段沥青路面的状况与平坡路段相比，其对沥青路面的作用时间变长，在重载、高温的综合作用下，长大上坡段沥青路面的车辙变形发展、形成速度更快。系统开展长大上坡路段沥青路面抗车辙技术研究，对有效控制和解决长大上坡路段沥青路面的车辙问题是非常必要的。
本文通过实地调查分析了长大上坡路段沥青路面的车辙病害、路面结构内温度分布状况、重载货车运行速度变化状况，结果表明：（1）车辙、推移病害是长大上坡路段沥青路面的主要病害类型，在夏季高温、重载、低速车辆荷载综合作用下，可能在夏季温度最高的一周或两周内快速形成车辙，通常连续上坡一侧的车辙深度是其他路段的2～3倍；（2）长大上坡路段沥青路面车辙变形主要发生在中面层，其次是表面层、下面层；（3）沥青路面结构内的最高温度超过了60℃。（4）在较长的长大上坡路段，重载货车速度在下降后一直维持在20～30Km/h直至坡顶。以此为基础，提出了以满载货车车速作为定义长大上坡路段的指标。
利用有限元数值计算法，分析了高温、坡度（水平分力）、车速、重载对长大上坡路段沥青路面应力的影响，结果表明：随着车速的降低，沥青路面应力有较大增长，坡度虽对长大上坡路段沥青路面受力状况的影响较小，但会导致重载车辆车速降低从而产生车辙变形。
采用可变速荷载轮新型车辙仪模拟了重载车辆速度变化对沥青路面车辙的影响，不同轮速、温度、荷载条件下的车辙试验结果表明：在重载、高温、低速荷载条件下，以标准车辙试验条件设计的沥青混合料容易形成车辙，采用现行技术规范规定的60℃温度条件评价长大上坡路段沥青混合料高温稳定性不尽合理。
采用多级嵌挤密级配设计方法和Superpave方法进行沥青混合料配合比设计，通过汉堡车辙试验和MMLS3加速加载试验研究了不同沥青（含外掺剂）、不同混合料类型在不同荷载与温度条件下的抗车辙性能，推荐了适用于长大上坡路段的沥青混合料类型及其技术要求。
在现场调查和对长大上坡路段沥青路面受力特点分析的基础上，明确了上、中面层是沥青路面产生车辙变形的主要层位。在加速加载试验验证路面结构合理组合及厚度基础上，提出了适用于长大上坡路段的沥青路面结构组合。
最后，基于交通管理技术措施，提出了采用夏季高温时段洒水降温、设置专用爬坡车道、调整车道系数和重载车辆分时段通行等技术措施来减轻长大上坡路段沥青路面车辙。
Compared with flat slope sections of asphalt pavement, the action time that low-speedvehicle load to uphill sections of long and large longitudinal slope is much longer, in thecondition of comprehensive combination of heavy load and high temperature, the rutting onuphill sections of long and large longitudinal slope has faster speed of development andformation.
Carrying on the comprehensive research on the anti-rutting of asphalt pavement withuphill sections of long and large longitudinal slope, which is necessary for solving andeffectively control the rutting problem.
The results of field survey show that:(1) the rutting and push is main types of pavementdistress with uphill sections of long and large longitudinal slope, which develop easily thatprobably rapid forming in the highest temperature of the summer for one or two weeks. underthe high temperature, combined with heavy load and low speed load, usually the rutting depthin the uphill sections of long and large longitudinal slope is2~3times than other sections.(2)the deepest rutting lies in middle layer, the second lies in surface layer.(3) The highesttemperature is over60℃in the asphalt pavement structure.(4) Overloaded truck speed afterthe fall on uphill sections of long and large longitudinal slope has maintained at20~30km/huntil the uphill sections top.
On the basis of rutting occurrence of uphill sections of long and large longitudinal slopeand the statistics of truck speed, this paper argues that the speed of full truck as thedefinition indicator for uphill sections of long and large longitudinal.
With the finite element modeling calculation, analysis the mechanical response andrutting formation mechanism of uphill sections of long and large longitudinal slopecomprehensively, analysis the influence of gradient (component), speed of vehicle, overloadto uphill sections of long and large longitudinal slope of asphalt pavement, it shows that thestress of asphalt pavement has bigger growth with the lower speed, growth effects to stresscondition for the slope itself is smaller, but the slope effect on the rutting mainly leads to thedecrease of heavy vehicle speed resulting in increase of effect time of vehicle load and asphaltpavement.
It adopts the new rutting test equipments that the load and wheel speed can be changed tosimulate the influence of overload vehicles speed change(loading time) on the rutting, theresults show that the load size, loading time and temperature have an equivalent effect. And the asphalt mixture designing by standard rutting test condition is very easy to form therutting under heavy load, high temperature, low speed condition, and it shows that thetemperature conditions (60℃) in specification to verify the high temperature stability ofasphalt mixture for uphill sections of long and large longitudinal slope is very unreasonable.
With multilevel multilevel interlocked-dense gradation design method and Superpavemethod for asphalt mixture design, through the Hamburg wheel tracking test and MMLS3accelerating wheel tracking test, analysis and evaluate the anti-rutting performance ofdifferent asphalt (containing the additive agent), different types of asphalt mixture underdifferent load, temperature conditions, then recommend the asphalt mixture type and therelevant technical indexes for uphill sections of long and large longitudinal slope.
On the basis of field investigation and analysis on the loading characteristics of uphillsections of long and large longitudinal slope of asphalt pavement, make it clear that therutting on asphalt pavement mainly formation in the surface layer and middle layer, based onaccelerated loading test results for reasonable pavement structure combination and thicknessdesign, then put forward the suitable asphalt pavement structure for uphill sections of longand large longitudinal slope of asphalt pavement.
On the basis of traffic management, put forward some practicable measures to reduce therutting like that water cooling during the summer high temperature, setting up exclusiveclimbing lane, adjusting lane coefficient and overload vehicles pass in different time.
本文通过实地调查分析了长大上坡路段沥青路面的车辙病害、路面结构内温度分布状况、重载货车运行速度变化状况，结果表明：（1）车辙、推移病害是长大上坡路段沥青路面的主要病害类型，在夏季高温、重载、低速车辆荷载综合作用下，可能在夏季温度最高的一周或两周内快速形成车辙，通常连续上坡一侧的车辙深度是其他路段的2～3倍；（2）长大上坡路段沥青路面车辙变形主要发生在中面层，其次是表面层、下面层；（3）沥青路面结构内的最高温度超过了60℃。（4）在较长的长大上坡路段，重载货车速度在下降后一直维持在20～30Km/h直至坡顶。以此为基础，提出了以满载货车车速作为定义长大上坡路段的指标。
利用有限元数值计算法，分析了高温、坡度（水平分力）、车速、重载对长大上坡路段沥青路面应力的影响，结果表明：随着车速的降低，沥青路面应力有较大增长，坡度虽对长大上坡路段沥青路面受力状况的影响较小，但会导致重载车辆车速降低从而产生车辙变形。
采用可变速荷载轮新型车辙仪模拟了重载车辆速度变化对沥青路面车辙的影响，不同轮速、温度、荷载条件下的车辙试验结果表明：在重载、高温、低速荷载条件下，以标准车辙试验条件设计的沥青混合料容易形成车辙，采用现行技术规范规定的60℃温度条件评价长大上坡路段沥青混合料高温稳定性不尽合理。
采用多级嵌挤密级配设计方法和Superpave方法进行沥青混合料配合比设计，通过汉堡车辙试验和MMLS3加速加载试验研究了不同沥青（含外掺剂）、不同混合料类型在不同荷载与温度条件下的抗车辙性能，推荐了适用于长大上坡路段的沥青混合料类型及其技术要求。
在现场调查和对长大上坡路段沥青路面受力特点分析的基础上，明确了上、中面层是沥青路面产生车辙变形的主要层位。在加速加载试验验证路面结构合理组合及厚度基础上，提出了适用于长大上坡路段的沥青路面结构组合。
最后，基于交通管理技术措施，提出了采用夏季高温时段洒水降温、设置专用爬坡车道、调整车道系数和重载车辆分时段通行等技术措施来减轻长大上坡路段沥青路面车辙。
Compared with flat slope sections of asphalt pavement, the action time that low-speedvehicle load to uphill sections of long and large longitudinal slope is much longer, in thecondition of comprehensive combination of heavy load and high temperature, the rutting onuphill sections of long and large longitudinal slope has faster speed of development andformation.
Carrying on the comprehensive research on the anti-rutting of asphalt pavement withuphill sections of long and large longitudinal slope, which is necessary for solving andeffectively control the rutting problem.
The results of field survey show that:(1) the rutting and push is main types of pavementdistress with uphill sections of long and large longitudinal slope, which develop easily thatprobably rapid forming in the highest temperature of the summer for one or two weeks. underthe high temperature, combined with heavy load and low speed load, usually the rutting depthin the uphill sections of long and large longitudinal slope is2~3times than other sections.(2)the deepest rutting lies in middle layer, the second lies in surface layer.(3) The highesttemperature is over60℃in the asphalt pavement structure.(4) Overloaded truck speed afterthe fall on uphill sections of long and large longitudinal slope has maintained at20~30km/huntil the uphill sections top.
On the basis of rutting occurrence of uphill sections of long and large longitudinal slopeand the statistics of truck speed, this paper argues that the speed of full truck as thedefinition indicator for uphill sections of long and large longitudinal.
With the finite element modeling calculation, analysis the mechanical response andrutting formation mechanism of uphill sections of long and large longitudinal slopecomprehensively, analysis the influence of gradient (component), speed of vehicle, overloadto uphill sections of long and large longitudinal slope of asphalt pavement, it shows that thestress of asphalt pavement has bigger growth with the lower speed, growth effects to stresscondition for the slope itself is smaller, but the slope effect on the rutting mainly leads to thedecrease of heavy vehicle speed resulting in increase of effect time of vehicle load and asphaltpavement.
It adopts the new rutting test equipments that the load and wheel speed can be changed tosimulate the influence of overload vehicles speed change(loading time) on the rutting, theresults show that the load size, loading time and temperature have an equivalent effect. And the asphalt mixture designing by standard rutting test condition is very easy to form therutting under heavy load, high temperature, low speed condition, and it shows that thetemperature conditions (60℃) in specification to verify the high temperature stability ofasphalt mixture for uphill sections of long and large longitudinal slope is very unreasonable.
With multilevel multilevel interlocked-dense gradation design method and Superpavemethod for asphalt mixture design, through the Hamburg wheel tracking test and MMLS3accelerating wheel tracking test, analysis and evaluate the anti-rutting performance ofdifferent asphalt (containing the additive agent), different types of asphalt mixture underdifferent load, temperature conditions, then recommend the asphalt mixture type and therelevant technical indexes for uphill sections of long and large longitudinal slope.
On the basis of field investigation and analysis on the loading characteristics of uphillsections of long and large longitudinal slope of asphalt pavement, make it clear that therutting on asphalt pavement mainly formation in the surface layer and middle layer, based onaccelerated loading test results for reasonable pavement structure combination and thicknessdesign, then put forward the suitable asphalt pavement structure for uphill sections of longand large longitudinal slope of asphalt pavement.
On the basis of traffic management, put forward some practicable measures to reduce therutting like that water cooling during the summer high temperature, setting up exclusiveclimbing lane, adjusting lane coefficient and overload vehicles pass in different time.
引文
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