SMA-13表面层水损害的工程机理  

Engineering mechanism of water damage for SMA-13 surface

作　　者：刘克 

机构地区：[1]重庆市智翔铺道技术工程有限公司,重庆401336

出　　处：《交通科学与工程》2017年第3期1-5,共5页Journal of Transport Science and Engineering

摘　　要：为揭示SMA-13表面层水损害的工程机理,对混合料单一颗粒的水稳定性、空隙率的不确定性、阻水层厚度及层底构造储水进行了研究,并提出建议。研究结果表明:SMA-13混合料单一颗粒水稳定性优于AC-13的,表面层水损害源于更宏观尺度的缺陷;施工过程的实测最大理论密度波动较大,而2#仓热集料岩性组成和集料密度的变化又使计算最大理论密度的可靠性不足,容易导致空隙率失控;空隙率与有效阻水层厚度共同决定SMA-13表面层渗透性,大粒径集料质量分数与层厚的匹配可以控制阻水层厚度;SMA-13层底构造容易储水,不排水就直接封闭坑槽会导致更大面积的破坏。To reveal the engineering mechanism of water damage for SMA-13 surface,four problems of water stability,uncertainty of porosity,water-blocking thickness and water storage of the bottom-layer structure for single particl were studied,and recommendations were given.The results show that the particle's water stability of SMA-13 is better than that of AC-13,and the surface-layer water damage is a macro-scale problem.The measured theoretical maximum density fluctuates greatly during the construction process,and theoretical maximum density is uncertain owing to the variety of the aggregate density and lithological composition of 2#hot cabin,which leads to air voids out of control.Air voids and effective water-blocking thickness determine the impermeability of the surface layer of SMA-13.The thickness of the water-blocking layer can be controlled by the match of the maximum size of aggregates and the layer thickness.SMA-13 layer bottom structure is easy to store water and close the pits,which can directly lead to a larger area of the damage before the drainage.

关 键 词：道路工程'水损坏 层间渗水 最大理论密度 质量控制 

分 类 号：U416.217[交通运输工程—道路与铁道工程]