道橋?qū)I(yè)外文翻譯--瀝青路面結(jié)構(gòu)設(shè)計(jì)的低成本農(nóng)村道路

1、<p><b>　　外文文獻(xiàn)</b></p><p>　　structural Design of Asphalt Pavement for Low Cost Rural Roads</p><p>　　Yuan Goulin(袁國(guó)林)1'2' Chen Rongshen(陳榮生)</p><p>　　1. Co

2、llege of Transportation, Southeast University, Nanjing 210b9b, China</p><p>　　2. College of Civil Engineering, Nanjing University of Technology, Nanjing 210009, China</p><p>　　In developing cou

3、ntries，rural road construction is mostly cumbered by shortage of funds. Engineers concerns most in rural areas is how to build roads which not only cost less but also meet the traffic demands. Especially in vast rural a

4、reas of China, there are a great variety of transportation patterns, and the traffic composition is very complex. Compared with other countries，the traffic composition in China rural areas have its own features. Theref

5、ore，there is no experience about the rural </p><p>　　1 Traffic Composition of Rural Road</p><p>　　Rural roads include county roads，town roads and village roads.</p><p>　　The traffi

6、c on rural roads is usually mixed. On a county road, traffic volume is between 300 to 1500 veh/d in average，and in a county with a developed economy，it reaches 1000 to 2 000 veh/d. The traffic volume between count

7、y and town is 100 to 300 veh/d，and the traffic volume between towns is usually less than 100 to 300 veh/d. In a mixed traffic flow，trucks account for 40% to 70% of the traffic volume, which are mainly light trucks carryi

8、ng less than 2. 5 tons(including agricultural vehi</p><p>　　The traffic volume on rural roads is not heavy. However，considering the practical situation in China, as well as the exitence of overloaded vehicle

9、s，100kN，or BZZ-100 was adopted as standard axle load in the research.</p><p>　　The pavement deflection or the flexural-tensile stress at the bottom of asphalt surface is taken as the design parameter. The a

10、xle load was calculated in</p><p>　　accordance with the following formula:</p><p>　　和 -the axle weight of an i-level axle in kN and the action frequency;</p><p>　　-the axle weight o

11、f standard axle in 100 kN and the action frequency;</p><p>　　If the distance between axles is less than 3 m， axle loads are calculated as</p><p>　　a double-axle or multi-axle loads，and</p>

12、<p>　　If the flexural-tensile stress at the bottom of semi-rigid base is taken as the design parameter, the axle load is calculated in accordance with the following formula:</p><p>　　If the distance b

13、etween axles is less than 3m，</p><p>　　2 Traffic Volume on Rural Roads</p><p>　　Minibuses are adopted as the standard vehicle for the design of rural roads. Table 1 shows its external dimensio

14、ns.</p><p>　　Table 1 External dimensions of the passenger car m</p><p>　　Length Width Height Front overhang Distance between axles Rear overhang</p><p>　　6.0 1.8

15、 2.0 0.8 3.8 1.4</p><p>　　The typical vehicle types on rural roads are listed in Table 2. And others such as non-power-driven vehicles，animal-drawn vehicles，and bicycles ca

16、n be taken into account in the calculation of traffic volume on rural roads，in view of their roadside interference.</p><p>　　In accordance with the traffic composition and volumes，rural roads are divided int

17、o five grades. The traffic volume of each grade is shown in Table 3.</p><p>　　Traffic volume specified in Table 3 was obtained by taking the minibus as the standard vehicle type,and converting different type

18、s vehicles according to the vehicle conversion coefficients given in Table 2.In Table 3，</p><p>　　Ne refers to the cumulative equivalent axle load action frequency;</p><p>　　Ns refers to the equ

19、ivalent axle load action frequency in the designed traffic lane in the beginning operation period of rural roads;</p><p>　　y refers to the average annual growth rate of traffic volume;</p><p>　　

20、η refers to lane coefficient, and 1.0 for a single lane and 0. 6一0. 7 for a dual lane.</p><p>　　3 Strength of Roadbed</p><p>　　The modulus of resilience of roadbed varies greatly. For convenien

21、ce，the strength of roadbed can be divided into four classes according to its moisture content and modulus of resilience，as shown in Table 4.</p><p>　　The parameters in Table 5 are determined by combining

22、design principles with practical experience. By applying elastic multilayer theory to the pavement structure specified in Table 5，the influence of Ne on the pavement thickness of rural roads was analyzed，and the result

23、show that for given h，h2，E0，the roadbase thickness for neighboring traffic classes changes in a range of 4-5 cm. This result indicates that the classification of traffic volume on rural roads shown in Table 3 is reaso

24、nable </p><p>　　By using the elastic multilayer theory，the asphalt pavement structure of ordinary rural road in Table 5 is analyzed. When Ne，the cumulative equivalent axle load action frequency，the thick

25、ness of road surface(h =3 cm)，and the thickness of subbase(h2 = 20 cm ) remain the same , the influence of neighboring roadbed strength classifications on the thickness of roadbase is 3 cm一5 cm. This conclusion indicates

26、 that the strength classification of roadbed is reasonable and applicable to the design a</p><p>　　4 Determination of Thicknesses of Asphalt Pavement Structure </p><p>　　Sensitivity analysis

27、 of the design parameters of roadbed and pavement structures is to find out the relationship between structural strength of asphalt pavement structure and the design parameters of each layer, and determine the most sensi

28、tive layer in the pavement structure. The asphalt pavement structure of rural roads is generally composed of a road surface, a roadbase，and a subbase，as shown in Table 6. The pavement structure was analyzed according to

29、elastic multiplayer theory under the dou</p><p>　　(1)Increasing the thickness of the road surface effectively decreases the road surface deflection，but raises the cost. The comparatively economical and effec

30、tive method is to increase the thickness of the subbase, which is superior to increasing the thickness of roadbase，while increasing the thickness of the road surface is the last choice.</p><p>　　(2)As the th

31、ickness of pavement structure increases，the change of road surface deflection will trend to be gentle. When the thickness of road surface reaches a certain value，the variance in the road surface deflection will not be ob

32、vious，and then it is ineffective to enhance the bearing capacity of asphalt pavement structure by increasing the thickness of road surface. It is recommended that the thicknesses of the roadbase and the subbase should be

33、 equal to or larger</p><p>　　than 18 and 20 cm, respectively，in design of asphalt pavement structures of rural roads. Fig. 1 shows the effects of the changes in the thickness of each layer on road surface de

34、flection.</p><p>　　(3)Road surface deflection is very sensitive to the change of modulus of the roadbed. The increase in the modulus of roadbase or subbase is also effective to decrease the deflection of th

35、e road surface. On the other hand，the deflection of the road surface decreases gradually when the modulus of the surface increases，being the least effective factor. When the modulus of the road surface increases to a cer

36、tain value， decrease in road surface deflection is not apparent. Fig. 2 shows the effect of </p><p>　　The traffic volume or the accumulative equivalent axle load action times(frequency)within the designed l

37、ife of road is used to determine the type and thickness of the asphalt pavement road surface, and the results are listed in Table 8，where veh/d means the number of the equivalent the passenger cars per day. </p>&

38、lt;p>　　For a low traffic volume rural road with Ne 500 000，graded broken stones(or gravel)can be used as a flexible base. The flexible base has good strength and effectively prevents reflection cracks of the asphalt

39、pavement road surface, provided the graded broken stones(or gravel ) meets the requirements for high density(degree of compaction ,100%. To ensure the sufficient strength and stability of the flexible base，its thickness

40、is not less than 15 cm，the thickness of the aggregate subbase is not l</p><p>　　A semi-rigid base usually has a good bearing capacity For the rural roads with Ne)500 000，or those with low traffic volumes but

41、 relatively,the minimum thickness of semirigid base or subbase is 16-18 cm</p><p>　　5 Calculation of the Thickness of Road Surface</p><p>　　5.1 Deflection</p><p>　　(1)Road surf

42、ace deflection</p><p>　　Road surface deflection is a vertical distortion caused by vertical load on the road surface. It not only reflects the whole strength and stiffness of asphalt pavement structure and r

43、oadbed，but also has a close internal relation with the service condition of the pavement.</p><p>　　(2)Design deflection</p><p>　　The design deflection is the index representing the stiffness

44、of the pavement structure. It is also the deflection of the pavement which is established according to the accumulative equivalent axle load estimated to pass over a lane in the expected design life, road types, ro

45、ad classification，and the types of road surface and roadbase. The design deflection is not only the main basis for the design thickness of the pavement structure，but also the necessary index for the examination and &l

46、t;/p><p>　　semi-rigid base:</p><p>　　flexible base:</p><p>　　where A, is the type coefficient of the road surface. The type coefficient of asphalt concrete road surface is 1.0;that o

47、f hot-mix asphalt macadam and that of emulsified asphalt macadam road surface are all 1. 1; and that of asphalt surface treatment road surface is1 .2.</p><p>　　(3)Allowable deflection</p><p>　　A

48、llowable deflection is the maximum deflection</p><p>　　allowed at the end of the road's service life under lim-</p><p>　　iting conditions in poor season. Through thoretical</p><p

49、>　　analysis and experimental study，the calculation for-</p><p>　　mulas for the allowable deflection of road surface</p><p>　　which are applicable to the pavement structure design</p>&

50、lt;p>　　of low-cost rural roads are as follows}2}:</p><p>　　When designing the asphalt pavement structure of low-cost rural roads, we should use formula (6) or (7 ) according to the types of roadbase to

51、determine the thickness of asphalt pavement structure.</p><p>　　5.2 Tensile stress</p><p>　　Because the asphalt pavement structure of lowcost rural roads is not substantial enough and the heavy

52、 vehicles are allowed to pass over them, the maximum tensile stress should be checked by computing the stresses of the semi-rigid base and subbase. The tensile stress at the bottom of semi-rigid base or subbase，would be

53、less than or equivalent to the allowable tensile stress of the materials of the semirigid base or subbase , namely，</p><p>　　For the stabilized aggregate base with an inorganic binder-</p><p>　　

54、For the stabilized fine-grained soil base with an inorganic binder:</p><p>　　5.3 Pavement thickness</p><p>　　To make it simple and convenient for engineers to determine the desired thickness of

55、 rural road pavement, the curves of the thickness of the roadbase of low-cost rural roads according to typical pavement structures and accumulative frequency of equivalent axle load are shown in Figs. 3，4 and 5.</p>

56、;<p>　　(1)When the accumulative frequency of equivalent axle load is within 500000 times per lane，asphalttreated or asphalt penetrated surfaces with thickness of 1. 5 cm一cm is recommended for road surface. For var

57、ious accumulative equivalent axle loads and the moduli(Eo)of roadbed，the equivalent thickness of roadbase is shown in Fig. 3.</p><p>　　(2)When the accumulative frequency of equivalent axle load is within 500

58、 001)一1 000 000 times per lane，asphalt macadam or asphalt concrete with thickness of 3 cm -5 cm is recommended. For various accumulative equivalent axle loads and moduli(Eo)of roadbed，the equivalent thickness of roadb

59、ase is shown in Fig. 4.</p><p>　　(3)When the accumulative frequency of equivalent axle load is within 1000 000-2 000 000 times per lane，asphalt concrete road surface of 5 cm-7 cm thick is recommended. For

60、various accumulative equivalent axle loads and moduli(Eo)of roadbed , the equivalent thickness of roadbase is shown in Fig.S.In Figs.3-5，Ld is the designed deflection, Lo is the representative deflection of roadbed，E, is

61、 the modulus of resilience of the roadbase，in MPa , Eo is the modulus of resilience of the roadbed，in MPa ,</p><p>　　6 Concluding Remarks</p><p>　　Compared with concrete pavement, asphalt p

62、avements have a lower construction cost, which is suitable for the roads in relatively underdeveloped rural areas in China. The research in this paper proposed a method for structural design of low cost asphalt pavement

63、s. The method is to provide an guideline for the design of asphalt pavement structure in rural areas.</p><p>　　References</p><p>　　[1]Yuan G L , Zhang F , Chen S W , et al. Research on technic

64、al indexes of rural highway construction in Jiangsu province [ J ].Highway, 2005(6):135一139(in Chinese).</p><p>　　[ 2 ] Research Institute of Highway , the Ministry of Communications. Final Report on Low Co

65、st Inter-township and Rural Road Construction Techniques〔R].Beijing; Resdarch Institute of Highway, 2003(in Chinese).</p><p>　　[ 3 ] Liu Q Q. How to reduce the construction cost of the rural highway [ J ] .J

66、ournal of Highway and Transportation Research and Development, 2005(2):41一44(in Chinese).</p><p>　　[ 4 ] JTG B014-97. Specification for design of highway asphalt pavement[ S ](in Chinese ).</p><p&

67、gt;　　[ 5 ] JTG BO1-2003. Technical Standard of Highway Engineering [ S ](in Chinese).</p><p>　　[6] Deng X J. Engineering for sub-grade and pavement[ M].2nd ed. Beijing; People's Communications Press, B

68、eijing, 2004(in Chinese ).</p><p><b>　　中文譯文</b></p><p>　　瀝青路面結(jié)構(gòu)設(shè)計(jì)的低成本農(nóng)村道路</p><p><b>　　袁國(guó)林1，陳榮生2</b></p><p>　　1。交通運(yùn)輸學(xué)院，東南大學(xué)，南京210b9b，中國(guó)</p>

69、<p>　　2。土木工程學(xué)院，南京工業(yè)大學(xué)，南京210009，中國(guó)</p><p>　　在發(fā)展中國(guó)家,農(nóng)村道路建設(shè)主要是因缺乏資金而受阻。工程師最關(guān)心的農(nóng)村問題是如何修建的公路不僅成本低,而且滿足交通需求。特別是在廣大農(nóng)村地區(qū),有各種各樣的交通方式,交通成分非常復(fù)雜。與其他國(guó)家相比,在中國(guó)農(nóng)村地區(qū)交通組成有其自身的特征. 因此,沒有足夠經(jīng)驗(yàn)對(duì)農(nóng)村公路建設(shè)提供參考依據(jù)。近年來,中國(guó)的中央政府增加了對(duì)農(nóng)

70、村公路建設(shè)的力量。與此同時(shí), 在中國(guó)，研究人員已經(jīng)完成了關(guān)于中國(guó)農(nóng)村道路的大量研究和一些結(jié)論。在作者的觀點(diǎn),選擇不同的路面結(jié)構(gòu)材料是關(guān)鍵措施，從而降低農(nóng)村道路的工程造價(jià)。相比,瀝青混凝土路面相對(duì)費(fèi)用少、是第一個(gè)在中國(guó)農(nóng)村道路的選擇。然后,根據(jù)農(nóng)村道路建設(shè)研究成果,作者也做了一些對(duì)低成本瀝青路面結(jié)構(gòu)設(shè)計(jì)的初步研究。</p><p>　　1 農(nóng)村道路交通組成</p><p>　　農(nóng)村道路包括縣

71、公路、城市道路和村的道路。</p><p>　　農(nóng)村道路上，交通通常是喜憂參半。一個(gè)平?？h的道路，交通量平均為的300至1500輛/ 天；一個(gè)經(jīng)濟(jì)發(fā)達(dá)的縣,已經(jīng)達(dá)到了1000到2000 輛/ 天。通信量縣、鎮(zhèn)之間是100到300輛/ 天，交通量之間通常低于城鎮(zhèn)是100至300輛/ 天。在一個(gè)混合交通流、卡車占有40%到70%的交通量,主要為輕型卡車攜帶小于2.5噸(包括農(nóng)業(yè)車輛如拖拉機(jī)等)、行走、中型卡車2.5

72、- 5噸。大部分的輕或中等卡車超載。重型卡車的比例小于9%。某些道路上的比例對(duì)縣、超載的卡車是5%至32%,而在一些縣公路連接到國(guó)家或省級(jí)公路的比例軀干,超載的比例通常數(shù)量的20%提高到32%。</p><p>　　交通量對(duì)農(nóng)村道路不會(huì)很重。然而,考慮到中國(guó)的實(shí)際情況,以及車輛超載,要滿足 100 kN,和 BZZ-100標(biāo)準(zhǔn)軸載作用次數(shù)。</p><p>　　人行道撓度和底部的拉應(yīng)力作為

73、瀝青路面設(shè)計(jì)參數(shù)。軸載荷計(jì)算方式,依照下面的公式:</p><p>　　和 為車軸重量和頻率</p><p><b>　　為總車軸重量和頻數(shù)</b></p><p>　　如果兩軸之間的距離小于3米,軸載荷進(jìn)行了計(jì)算：</p><p>　　如果彎拉型壓力的半剛性基層底部作為設(shè)計(jì)參數(shù)計(jì)算、軸重依下列公式：</p>

74、<p>　　如果兩軸之間的距離小于3米：</p><p>　　2 對(duì)農(nóng)村公路交通量</p><p>　　農(nóng)村道路以面包車為車輛的設(shè)計(jì)標(biāo)準(zhǔn)。表1顯示了其外部尺寸。</p><p>　　典型的車輛類型農(nóng)村道路都列在表2。如電動(dòng)車,摩托車 和自行車可以考慮為邊對(duì)農(nóng)村道路交通量的計(jì)算的路邊干擾。</p><p>　　根據(jù)交通組成和卷,農(nóng)

75、村道路被分成5個(gè)等級(jí)。每一等級(jí)通信量見表3。交通量在表3規(guī)定經(jīng)以小巴為標(biāo)準(zhǔn)的車輛類型,并將不同類型車輛的車輛折算系數(shù)記錄在所給的表2，表3中,</p><p>　　Ne指的是累積的等效軸重行動(dòng)的頻率</p><p>　　Ns指的等效軸重行動(dòng)的頻率在設(shè)計(jì)交通車道上開始運(yùn)行期間;</p><p>　　r指的年增長(zhǎng)率交通量</p><p>　　η指

76、系數(shù),一個(gè)車道為為1.0,雙車道為0.6一0.7。</p><p><b>　　3路基強(qiáng)度</b></p><p>　　路基回彈模量的變化極大。為方便起見,路基的強(qiáng)度可以分為四類根據(jù)其含水率和模量的韌性,顯示在表4。</p><p>　　表5的參數(shù)確定設(shè)計(jì)原則相結(jié)合的實(shí)踐經(jīng)驗(yàn)。采用多層彈性理論對(duì)路面結(jié)構(gòu)表5中指定的影響,在暗夜精靈,農(nóng)村道路鋪裝

77、厚度進(jìn)行了分析,結(jié)果表明,在給定的h,h2,E0、路面基層厚度變化為周邊交通類一個(gè)范圍內(nèi)的4 - 5厘米。測(cè)試結(jié)果表明,該分類農(nóng)村道路運(yùn)輸量對(duì)顯示在表3是合理的、可行的設(shè)計(jì)和施工條件對(duì)瀝青路面結(jié)構(gòu)。</p><p>　　采用多層彈性理論,瀝青路面結(jié)構(gòu)的普通鄉(xiāng)村公路表5中進(jìn)行了分析。當(dāng)北東向、累積的等效軸重行動(dòng)頻率,路面的厚度(h = 3厘米的厚度)、基層(h2 = 20厘米)保持不變,鄰近的路基強(qiáng)度的影響分類基層

78、的厚度為3 cm一5厘米。這一結(jié)論表明,路基強(qiáng)度分類是合理的、適用于設(shè)計(jì)與施工的瀝青路面結(jié)構(gòu)。</p><p>　　4厚度測(cè)定瀝青路面結(jié)構(gòu)</p><p>　　設(shè)計(jì)參數(shù)的靈敏度分析路基和路面結(jié)構(gòu)之間的關(guān)系,找出瀝青路面結(jié)構(gòu)強(qiáng)度的結(jié)構(gòu)及設(shè)計(jì)參數(shù),并確定各層的最敏感的路面結(jié)構(gòu)層。瀝青路面結(jié)構(gòu),農(nóng)村道路通常是由一個(gè)基層路面,和統(tǒng)一,顯示在表6。分析了路面結(jié)構(gòu)的多人游戲根據(jù)彈性理論的雙圓弧均布載荷

79、下,假設(shè)接觸有連續(xù)相鄰層的瀝青路面結(jié)構(gòu)。使用的基本參數(shù)的計(jì)算與分析瀝青路面結(jié)構(gòu)都列在表7. 通過分析影響所有的參數(shù)變化對(duì)路面結(jié)構(gòu)的扭曲,基層路面和路基,下面,結(jié)果顯示。</p><p>　　(1)增加厚度路面有效減少路面的偏斜,可是飼養(yǎng)的成本。比較經(jīng)濟(jì)和有效的方法是提高基層的厚度,優(yōu)于基層厚度的增加,而提高路面的厚度是最后的選擇。</p><p>　　(2)隨著厚度的增加,路面結(jié)構(gòu)的變化將

80、路面變形趨勢(shì)是溫柔。當(dāng)路面的厚度達(dá)到一定值時(shí),在路面撓度變化并不明顯,然后它是無效的承載力提高瀝青路面結(jié)構(gòu)通過增加厚度的路面。建議在路面基層厚度和基層應(yīng)等于或大于18至20厘米,分別對(duì)瀝青路面結(jié)構(gòu)設(shè)計(jì),農(nóng)村道路。圖1顯示變化的影響各層厚度對(duì)路面偏斜。</p><p>　　(3)路面位移的變化非常敏感對(duì)于路基系數(shù)E0。增加基層模量或基層也是有效降低路面的變形情況。另一方面,撓度路面模量逐漸降低的時(shí)候,作為表面增加最

81、小有效因素。當(dāng)路面模量的增大到一定數(shù)值時(shí),降低路面變形不明顯。圖二顯示效果的每一層的模量對(duì)路面偏斜。從上面的討論,我們可以得出結(jié)論:最敏感層底基層路面位移,第二是基層。以降低路面變形,低成本的農(nóng)村道路路基的強(qiáng)度和穩(wěn)定性的,應(yīng)加強(qiáng)對(duì)一定厚度的材料和相對(duì)較高的密度應(yīng)使用統(tǒng)一鋪平道路。</p><p>　　交通體積或累計(jì)的等效軸重行動(dòng)的時(shí)間(頻率)內(nèi)的生活道路是設(shè)計(jì)用來確定型和厚度的瀝青路面面層,結(jié)果列于表8,輛/天意

82、味著每天的等效客車數(shù)。低交通量公路即Ne≦500000，分級(jí)破碎的結(jié)石(或礫石)可以用來作為一個(gè)靈活的基地。柔性基礎(chǔ)具有良好的強(qiáng)度和有效防止反射裂縫瀝青路面的路面,提供了分級(jí)石頭(或礫石)符合規(guī)定的要求對(duì)高密度(壓實(shí)度(100%)(21。確保足夠的強(qiáng)度和穩(wěn)定性的靈活的基地,其厚度不得小于15厘米,厚度的骨料基層不小于20厘米, 一個(gè)半剛性基層通常具有良好的承載能力為農(nóng)村道路與Ne≦500000,或者這些低交通流量,但相對(duì)來說,設(shè)備的最小

83、厚度堿或基層是16-18厘米</p><p><b>　　5計(jì)算路面的厚度</b></p><p><b>　　5.1撓曲量</b></p><p><b>　　(1)路面撓度</b></p><p>　　路面是一種垂直失真變形在垂直荷載作用下的路面。它不僅反映了整體強(qiáng)度和剛度

84、的前提和路基、路面結(jié)構(gòu)也有著緊密的內(nèi)在聯(lián)系和服務(wù)條件的人行道上。</p><p><b>　　(2)設(shè)計(jì)撓度</b></p><p>　　設(shè)計(jì)偏向指數(shù)代表路面結(jié)構(gòu)的剛度。它也是的變形情況依法成立的路面累計(jì)的等效軸重估計(jì)越過一條小巷設(shè)計(jì)壽命的預(yù)期,道路類型、道路分類,和類型的路面和基層。不僅是設(shè)計(jì)撓度的主要依據(jù)設(shè)計(jì)厚度的路面結(jié)構(gòu),而且必要的檢查驗(yàn)收指標(biāo)的工程。通過理論分

85、析和試驗(yàn)研究,設(shè)計(jì)彎沉值公式,適用于路面結(jié)構(gòu)設(shè)計(jì)的隔間農(nóng)村道路如下</p><p><b>　　半剛性基層：</b></p><p><b>　　柔性基層 :</b></p><p>　　As是路面類型系數(shù),瀝青混凝土路面系數(shù)為1.0,瀝青混合料的級(jí)配碎石和乳化瀝青碎石路面都是1.1;而路面瀝青表面處理1.2。</p

86、><p><b>　　(3)許用撓度</b></p><p>　　許用撓度的最大撓度在最不利季節(jié)條件下的允許在這條路的使用壽命。通過分析，實(shí)驗(yàn)研究和公式計(jì)算,對(duì)于允許偏轉(zhuǎn)的路面,適用于路面結(jié)構(gòu)設(shè)計(jì)的低成本的農(nóng)村道路如下:</p><p>　　瀝青路面結(jié)構(gòu)設(shè)計(jì)時(shí),低成本的農(nóng)村道路,我們應(yīng)該用公式(6)項(xiàng)或者第(7)根據(jù)不同類型人員的基層厚度的確定瀝青

87、路面結(jié)構(gòu)。</p><p><b>　　5.2拉應(yīng)力</b></p><p>　　由于瀝青路面結(jié)構(gòu)的隔間農(nóng)村道路不是實(shí)體足夠的和重型車輛經(jīng)過允許的最大拉伸應(yīng)力,應(yīng)當(dāng)檢查通過計(jì)算應(yīng)力的半剛性基層和底基層。在底部的拉應(yīng)力的半剛性基層或底基層,將小于或等于允許拉應(yīng)力的材料或設(shè)備,即統(tǒng)一基礎(chǔ)</p><p>　　對(duì)于穩(wěn)定骨料與無機(jī)粘結(jié)劑：</p&

88、gt;<p>　　為穩(wěn)定細(xì)土基與無機(jī)粘結(jié)劑:</p><p><b>　　5.3鋪裝厚度</b></p><p>　　為了簡(jiǎn)單,便于工程師確定，理想的鄉(xiāng)村公路路面厚度曲線和路面基層的厚度以及低成本農(nóng)村道路根據(jù)典型路面結(jié)構(gòu)和累計(jì)頻率的等效軸重都顯示在表3、4和5。</p><p>　　（1)當(dāng)累計(jì)頻率的等效軸重在500000次/年,

89、處理過的瀝青或?yàn)r青滲透表面厚度為1.5 cm一4cm被推薦用于路面。為各種各樣的累計(jì)當(dāng)量軸荷載及模(E0)的等效厚度路基、基層被顯示在圖3。</p><p>　　(2)當(dāng)累計(jì)頻率的等效軸重在500000一1000000次／車道、瀝青碎石瀝青混凝土厚度或3厘米,5厘米是被推薦的。為各種各樣的累計(jì)當(dāng)量軸載荷及模(E0)的路基、基層厚度是相當(dāng)于如圖4。</p><p>　　(3)當(dāng)累計(jì)頻率的等效

90、軸重在1000000-2000000次／車道,瀝青混凝土路面5厘米厚的cm-7是被推薦的。為各種各樣的累計(jì)當(dāng)量軸載荷及模(行政)的等效厚度路基、基層如圖4所示</p><p>　　在圖3-5,Ld為設(shè)計(jì)數(shù),L0為代表的撓度變形、E0是路基模量E1為模回升的路基,單位為MPa、H,相當(dāng)于在厘米,厚度的基層和底基層基地,可以通過計(jì)算得出了人行道、深入調(diào)查道路(包括道路表面、基地和路基)。如果一個(gè)設(shè)計(jì)的路四層,即是說,

91、按照統(tǒng)一的推算,結(jié)果進(jìn)行回歸分析的多個(gè)多層靈活的系統(tǒng)和已有的研究結(jié)果,路面基層的厚度、H、,厘米,可以計(jì)算出下列方程:</p><p><b>　　6作為結(jié)束語</b></p><p>　　相比,瀝青路面混凝土路面施工成本較低,適合于在相對(duì)欠發(fā)達(dá)農(nóng)村地區(qū)的道路。通過本文的研究方法,提出了一種低成本的結(jié)構(gòu)設(shè)計(jì)、瀝青路面。這種方法是將提供一個(gè)指導(dǎo)設(shè)計(jì)的瀝青路面結(jié)構(gòu)在農(nóng)村地

92、區(qū)</p><p><b>　　參考文獻(xiàn)</b></p><p>　　[1]G L,張?jiān)狥、陳年代W,吳昱。研究農(nóng)村公路建設(shè)技術(shù)指標(biāo)的江蘇省[J].高速公路,2005(6):135一139(中文)。</p><p>　　[2]研究所,中華人民共和國(guó)交通部公路。在低成本Inter-township最終報(bào)告和農(nóng)村公路建設(shè)〔j].技術(shù)北京,高速公路,

93、2003 Resdarch研究所(中文)。</p><p>　　[3]劉QQ:如何降低工程造價(jià)的農(nóng)村公路[J].中國(guó)公路交通的研究與開發(fā),2005(2):41一44(中文)。</p><p>　　[4]JTG B014- 97。規(guī)格設(shè)計(jì)的高速公路瀝青路面[S](中文)。</p><p>　　[5]JTG BO1- 2003。公路工程技術(shù)標(biāo)準(zhǔn)[S](中文)。</