基于高模量沥青混合料的全厚式沥青路面结构优化设计研究

Structural Optimization Design of Full Thickness Asphalt Pavement Based on High Modulus Asphalt Mixture

摘要: 通过采用高模量沥青混合料，对全厚式沥青路面结构进行了优化设计，根据不同路面材料参数，分别计算分析了3种全厚式沥青路面结构沥青层底拉应变与路基顶面压应变，得到了不同全厚式沥青路面结构层的厚度。结果显示，方案1中高模量沥青混合料层底的允许拉应变为72.0 × 10−6，路基顶面允许的压应变为230.5 × 10−6，可以满足结构所需的最小结构层厚度为9 cm；方案2中高模量沥青混合料层底的允许拉应变为70.5 × 10−6，路基顶面允许的压应变为230.5 × 10−6，可以满足结构所需的最小厚度为26 cm，为了便于施工可以将其分成8 cm、9 cm和9 cm。优化设计的全厚式沥青路面相比原方案有效降低了沥青层厚度，在满足相同荷载作用条件下，对全厚式沥青路面结构进行了降低成本优化，减小了路面结构因过度冗余设计所导致的资源浪费。

Abstract: Using high modulus asphalt mixture, the structure of full thickness asphalt pavement is optimized. According to different pavement material parameters, the tensile strain at the bottom of asphalt layer and the compressive strain at the top of subgrade of three kinds of full thickness asphalt pavement structures are calculated and analyzed respectively, and the thickness of different full thickness asphalt pavement structure layer is obtained. The results show that in Scheme 1, the al-lowable tensile strain at the bottom of the high-modulus asphalt mixture layer is 72.0 × 10−6, and the allowable compressive strain at the top of the subgrade is 230.5 × 10−6, which can meet the re-quirements of the minimum structural layer thickness of 9 cm. In Scheme 2, the allowable tensile strain at the bottom of the medium-high modulus asphalt mixture layer is 70.5 × 10−6, and the al-lowable compressive strain at the top of the subgrade is 230.5 × 10−6. The minimum thickness re-quired by the structure is 26 cm, which can be divided into 8 cm, 9 cm and 9 cm for the convenience of construction. Compared with the original scheme, the optimized full-thickness asphalt pavement can effectively reduce the thickness of the asphalt layer. Under the same load conditions, the full-thickness asphalt pavement structure is optimized to reduce the cost and reduce the resource waste caused by excessive redundancy design.