本文關(guān)鍵詞：重載交通舊水泥混凝土路面改建加鋪關(guān)鍵技術(shù)　出處：《鄭州大學(xué)》2014年碩士論文　論文類(lèi)型：學(xué)位論文

  更多相關(guān)文章： 舊水泥混凝土路面 改建加鋪 加鋪層設(shè)計(jì) 路面評(píng)價(jià)與預(yù)測(cè) 施工工藝

【摘要】：目前，我國(guó)現(xiàn)有的水泥混凝土路面有相當(dāng)一部分已超過(guò)或接近使用年限，由于交通量和重車(chē)數(shù)量的大幅度增長(zhǎng)，原水泥混凝土路面的一些設(shè)計(jì)指標(biāo)已經(jīng)不能滿足當(dāng)前交通運(yùn)輸?shù)囊�，且�?jīng)過(guò)多年的使用已經(jīng)出現(xiàn)了大量的病害，必須進(jìn)行技術(shù)改造。有些路面雖未達(dá)到設(shè)計(jì)年限，但由于超載使用或施工等方面原因，也出現(xiàn)了較為嚴(yán)重的損壞，影響了道路使用性能。另外，隨著社會(huì)經(jīng)濟(jì)的發(fā)展，很多舊路面的規(guī)劃等級(jí)和功能也發(fā)生了較大的變化，也需要進(jìn)行舊路改造。舊路改造必須要解決和處理好以下關(guān)鍵問(wèn)題，即舊路能否充分利用？如何利用？改擴(kuò)建道路如何進(jìn)行合理設(shè)計(jì)和施工？等等。本文密切結(jié)合工程實(shí)際，圍繞上述關(guān)鍵問(wèn)題進(jìn)行了較為系統(tǒng)和深入的研究，主要成果如下： （1）對(duì)原水泥混凝土路面進(jìn)行了病害調(diào)查和病害原因分析，并針對(duì)各種病害類(lèi)型以及病害程度進(jìn)行了分類(lèi)，從現(xiàn)場(chǎng)調(diào)查可以看出，破碎板、裂縫、板角斷裂和露骨是本工程主要的病害類(lèi)型。 （2）從使用性能和結(jié)構(gòu)性能兩方面評(píng)價(jià)了依托工程路面，得出現(xiàn)有路面的路面損壞狀況、路面平整度和板底脫空狀況均評(píng)定為差，，路面抗滑性能和接縫傳荷能力評(píng)定為次；在上述評(píng)價(jià)指標(biāo)的基礎(chǔ)上，提出了一種基于模糊物元的舊水泥混凝土路面綜合性能評(píng)價(jià)模型。 （3）提出了路面性能預(yù)測(cè)的S型函數(shù)模型、GM（1,1）模型和改進(jìn)的GM（1,1）模型，并對(duì)這三種模型的預(yù)測(cè)精度進(jìn)行了分析，得出改進(jìn)的GM（1,1）模型的預(yù)測(cè)效果更好，GM（1,1）模型次之，S型函數(shù)模型用于中長(zhǎng)期預(yù)測(cè)的精度較差，建議采用GM（1,1）模型或改進(jìn)的GM（1,1）模型，但在預(yù)測(cè)時(shí)要及時(shí)更新原始數(shù)據(jù)，并建議預(yù)測(cè)年限不宜超過(guò)5個(gè)預(yù)測(cè)時(shí)段。 （4）分別建立了基于改進(jìn)標(biāo)度的層次分析法與模糊綜合評(píng)價(jià)法相結(jié)合的路面綜合處治方法決策模型和基于集對(duì)論的路面綜合處治方法決策模型，根據(jù)路面損壞程度，從工程造價(jià)、施工速度、舊面板材料利用率、解決反射裂縫、目標(biāo)使用壽命、對(duì)周邊環(huán)境和沿線附屬設(shè)施影響七個(gè)方面進(jìn)行路面處治方案的決策，最終確定碎石化是適合本工程的最優(yōu)方案。 （5）在加鋪層結(jié)構(gòu)初步設(shè)計(jì)的基礎(chǔ)上，通過(guò)ansys對(duì)不同加鋪層厚度下，各層層底拉應(yīng)力進(jìn)行了模擬分析，得出了優(yōu)化后的加鋪層結(jié)構(gòu)。 （6）詳細(xì)介紹了舊水泥混凝土路面碎石化、水泥穩(wěn)定碎石和瀝青加鋪層的施工過(guò)程和工藝要求，并提出了碎石化的一些質(zhì)量控制指標(biāo)。
[Abstract]:At present, a considerable part of the existing cement concrete pavement in China has exceeded or approached its useful life, due to the large increase in traffic volume and the number of heavy vehicles. Some design indexes of the original cement concrete pavement can not meet the current requirements of transportation, and after many years of use, there have been a large number of diseases. Must carry on the technical transformation. Although some pavement does not reach the design time, but because of the overload use or the construction and so on aspect reason, also appeared the more serious damage, affected the road use performance. In addition. With the development of social economy, the planning level and function of many old pavement have also changed greatly, and it is also necessary to carry on the old road reconstruction, which must solve and deal with the following key problems. That is, can the old roads be fully utilized? How? How to carry out reasonable design and construction for the reconstruction and expansion of roads? And so on. This paper closely combined with engineering practice, around the above key issues carried out a more systematic and in-depth study, the main results are as follows: 1) the original cement concrete pavement disease investigation and disease cause analysis, and according to various types of disease and the degree of disease classification, from the field investigation can be seen, broken board, crack. Plate angle fracture and open bone are the main types of disease in this project. 2) the pavement is evaluated from the aspects of service performance and structural performance, and the pavement damage condition, pavement smoothness and slab bottom void condition are all evaluated as poor. The evaluation of pavement anti-skid performance and joint load transfer ability is secondary; On the basis of the above evaluation indexes, a comprehensive performance evaluation model of old cement concrete pavement based on fuzzy matter-element is proposed. The S-type function model of pavement performance prediction and the improved GMf-1) model are put forward, and the prediction accuracy of these three models is analyzed. It is concluded that the improved GM1 / 1) model has better prediction effect than the GM1 / 1) model. The S-function model is less accurate in the medium and long term prediction. It is suggested that GM(1 should be adopted. 1) the model or the improved GM1 / 1) model, but the original data should be updated in time, and it is suggested that the prediction period should not be longer than 5 forecasting periods. 4) the decision model of road surface comprehensive treatment method based on improved scale analytic hierarchy process (AHP) and fuzzy comprehensive evaluation method is established, and the decision model of road surface comprehensive treatment method based on set pair theory is established respectively. According to the pavement damage degree, from the project cost, the construction speed, the old panel material utilization ratio, solves the reflection crack, the target service life. Seven aspects of the influence of the surrounding environment and ancillary facilities along the road are taken to make the decision of the pavement treatment scheme and the final determination of the gravel is the best scheme suitable for the project. 5) on the basis of the preliminary design of the overlay structure, the tensile stress of each layer under different overlay thickness is simulated and analyzed by ansys, and the optimized overlay structure is obtained. This paper introduces in detail the construction process and technical requirements of crushed petrified cement stabilized macadam and asphalt overlay on old cement concrete pavement and puts forward some quality control indexes of crushed stone.
【學(xué)位授予單位】：鄭州大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2014
【分類(lèi)號(hào)】：U416.216;U418.8

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