煤直接液化残渣改性沥青路面结构车辙预估  

Rutting resistance of direct coal liquefaction residue modified asphalt pavement structure

作　　者：季节 王哲 郝记秀 徐新强 JI Jie;WANG Zhe;HAO Ji-xiu;XU Xin-qiang(School of Civil and Transportation Engineering,Beijing University of Civil Engineering and Architecture,Beijing 100044,China;Beijing Advanced Innovation Center for Future Urban Design,Beijing 100044,China;CCCC Investment Company Limited,Beijing 100029,China)

机构地区：[1]北京建筑大学土木与交通工程学院,北京100044 [2]北京未来城市设计高精尖创新中心,北京100044 [3]中交投资有限公司,北京100029

出　　处：《长安大学学报（自然科学版）》2021年第1期21-29,共9页Journal of Chang’an University(Natural Science Edition)

基　　金：国家自然科学基金项目(51778038,52078025);北京市自然基金委-北京市教委联合项目(KZ201910016017);长江学者和创新团队发展计划项目(IRT-17R06);市属高校基本科研业务费项目(X18259)。

摘　　要：为研究煤直接液化残渣(DCLR)改性沥青路面的抗车辙性能,基于京新(北京—乌鲁木齐)高速公路的交通环境调查数据,以车辙深度和动稳定度为指标,采用ABAQUS模拟和沥青路面结构分析软件(APAD)计算2种方法,分别对作为中面层的4种沥青混合料(DCLR改性沥青混合料、复合DCLR改性沥青混合料、SK-90沥青混合料和SBS改性沥青混合料)在同一路面结构(4 cm AC-13上面层、6 cm AC-20中面层、8 cm AC-25下面层、40 cm水泥稳定碎石基层和20 cm石灰土底基层)和不同使用年限(1、2、5、10、15年)下进行车辙预估,并通过室内车辙试验和统计学检验方法进行性能验证和模拟结果评价。结果表明:理论预测值与实际测试结果基本一致,在显著性水平取0.05时,2种车辙深度模拟计算方法不存在系统误差,即车辙预估具有一致性;4种沥青路面结构的车辙深度均随使用年限的增加呈线性增长,判定系数R2均在0.9以上,其中复合DCLR改性沥青路面车辙增长速率最慢,DCLR改性沥青路面次之,第3为SBS改性沥青路面,最差为SK-90沥青路面;在设计年限15年内,与常规的SK-90和SBS改性沥青路面相比,DCLR和复合DCLR改性沥青路面分别减少了40%~60%和30%~50%的车辙,抗变形能力分别提高了1.7~2.4倍和1.4~2.0倍;复合DCLR改性沥青路面抗车辙性能最为优异,DCLR改性沥青路面强于SBS改性沥青路面,SK-90沥青路面抗车辙性能最差。In order to study the anti-rutting performance of the direct coal liquefaction residue(DCLR) modified asphalt pavement, based on the traffic environment survey data of Beixin(Beijing-Urumqi) Expressway, rutting depth and dynamic stability were used as indicators, and ABAQUS simulation and APAD calculation were used to analyze the four asphalt mixtures(DCLR modified asphalt mixture, composite DCLR modified asphalt mixture, SK-90 asphalt mixture and SBS modified asphalt mixture) in the same pavement structure(4 cm AC-13 upper layer, 6 cm AC-20 middle layer, 8 cm AC-25 lower layer, 40 cm cement stabilized crushed stone base layer and 20 cm lime soil base layer) and different service life(1 year, 2 years, 5 years, 10 years, 15 years) under the rutting prediction, and through indoor rutting test and statistical inspection methods for performance verification and evaluation of simulation results. The results show that the theoretical prediction value is basically consistent with the actual test results. When the significance level is set to 0.05, there is no systematic error in the two rutting depth simulation calculation methods, that is, the rutting prediction is consistent.The rutting depths of the four asphalt pavement structures all increase linearly with the in service life increase, and the correlation coefficients are all above 0.9. Among them, the rutting growth rate of composite DCLR modified asphalt pavement is the slowest, followed by DCLR modified asphalt pavement, and the third is SBS modified asphalt pavement, the worst is SK-90 asphalt pavement. Within 15 years of design life, compared with conventional SK-90 asphalt pavements and SBS modified asphalt pavements, DCLR and composite DCLR modified asphalt pavements have reduced rutting by 40% to 60% and 30% to 50%, respectively, and their deformation resistance has been increased to 1.7 to 2.4 times and 1.4 to 2 times. That is, composite DCLR modified asphalt pavement has the best rutting resistance, DCLR modified asphalt pavement is stronger than SBS modi

关 键 词：道路工程 DCLR改性沥青 复合DCLR改性沥青 中面层 抗车辙性能 

分 类 号：U411[交通运输工程—道路与铁道工程]