外文翻译浅析沥青混凝土路面的施工质量控制.docx

山东科技大学学士学位论文附录Asphalt Concrete Pavement Construction Quality ControlLi Gang, low IncomeAbstractThis paper is the combination of highway pavement maintenance based on the work, by analyzing the formation mechanism of asphalt concrete pavement, asphalt pavement during the construction period on how the construction quality control issues to present their views and experiences, to prevent the development of Pavement Distress on the current asphalt concrete pavement by the phenomenon of high incidence of disease has a certain reference.Keywords: Highway; asphalt concrete pavement; Construction Quality Control1 A road surface disease and major hazards1.1 surface pitsHighway pavement surface pits is the earliest of the disease, especially in the rainy season. Likely to cause road bumps, the high speed of the car and the large tonnage of the vehicles, the larger the depth of deep trenches and even endanger traffic safety. In addition there are destructive pit road development, the so-called do not fill a hole, big hole to suffer.1.2 Pavement Rutting and own packagePavement rutting season usually occurs in high temperature, especially after the hot season will still be within one month of development.Owned by packages in two situations: First, and pavement rutting the same time and place; Second, in the individual sections of a small area (area 6m2) occurred.Pavement rut and own package is mainly caused by car bumps; rain will cause water in the street, reducing pavement skid resistance, thereby endangering traffic safety.1.3 Pavement CracksPavement cracks occurred mainly in winter, with transverse cracking. Performance in the rain season, the most obvious, or even jack pulp phenomenon. Crack key hazards are as follows: First, the formation of surface pits is easy; Second, surface water would seep into the surface layer of the internal and road base, pavement damage.1.4 pavement cracks and loosePavement cracks and loose most evident in the winter. In the rainy season, especially in cold weather, rain season, the road tends to form cracks and loose a large area (area 1m2) of trenches and pump slurry, together with infiltration of surface water within the surface layer and the road base, threatening the entire pavement structure . 1.5 Pavement BleedingBleeding caused by road pavement skid resistance is mainly down, for a motor vehicle traveling on the highway, down the road skid resistance led directly to the brake and steering performance degradation, endangering traffic safety.2 Formation Mechanism of Pavement Distress2.1 surface pitsThe formation of surface pits is because of water damage. In a lot of fast traffic load, tire position and the hydrodynamic pressure generated by vacuum suction from the surface will result in gravel asphalt concrete flaking out, or cause weathered stone, gravel and so crushing strength difference. Through the cycles, the formation of pits.A lot of impurities in the aggregate, gravel aggregate pro-poor quality and poor sections of this oil is most obvious. Also, if road loose, cracked, old and new pavement cracks and joints, poor road handling, pit has also greatly increased the likelihood.2.2 Pavement Rutting and own packagePavement rutting and the formation of complicated ownership package, mainly the following aspects: First, the destructive effects of overloaded vehicles; second, high temperature stability of asphalt concrete road surface worse.The former is caused by a key factor in pavement rutting. In accordance with the Ministry of Transportation design and technical specifications related to testing standards, the pavement load for the rear axle load 100kN, tire pressure is 0.75MPa. But this year, nationwide auto gauge control work, before driving on the highway most of the large trucks for more than 30% overrun, and some even as high as 180KN, tire pressure up to 1.1MPa.High temperature stability of asphalt concrete road surface is poor, particularly in like 2003 and this continued under the influence of high temperature, surface temperature is often above 70 , then the internal, such as road surface temperatures in the surface layer of a higher and longer duration . The main role of the middle layer is a permanent deformation and rutting resistance, according to Chinese and U.S. scientists study shows that: Rut is the main part of the road surface 5cm-10cm.For semi-rigid pavement, if the primary does not damaged, then the rutting in asphalt concrete pavement is to generate the. The road surface temperature stability are the main reasons are the following aspects: high oil content of asphalt concrete, asphalt sensitive to temperature, too few or broken coarse aggregate caused by lack of interlocking forces face down, Fine Aggregate excessive amount of river sand, asphalt concrete compaction can not meet the requirements and so on.The reasons for the formation of road owned package addition to the above aspects, there are two reasons: First, the heterogeneity of road construction; second, poor road surface roughness. Both rough driving in the car, because cars under impact, likely to cause pavement depression. And this depression is the Matthew Effect, depression after high-speed automobile road will have greater impact, while the larger the impact will be greater depression.2.3 Pavement CracksPavement cracks are mainly two: one is the shrinkage of asphalt concrete pavement cracks; a Pavement cracking is a result of reflection cracks. As the ductility of asphalt concrete is superior to semi-rigid base, especially in cement stabilized base. As long as the extension of their degree of asphalt and asphalt concrete to meet the design requirements of the oil content, the temperature cracks generally occur less and less effect. I come into contact with the highway pavement cracks, especially in transverse fractures, mainly reflective cracking.As the basis for asphalt concrete pavement, cement stabilized base with flexural strength requirements. However, the specific construction and quality control process also must be strict control of its cement consumption, meeting design demands strength of the premise, as far as possible reduce the amount of cement, thereby reducing the occurrence of reflective cracks and reduce the crack width.2.4 The pavement cracks and loosePavement cracking is mainly caused due to structural damage. If not meet the design requirements of grassroots flexural strength; or under the limit vehicles, primary loads exceeding the design load, the grassroots will be destroyed.Loose road surface itself is usually the reason, impurities such as aggregates, oil pro-poor aggregates, asphalt concrete oil-less so.2.5 Pavement BleedingAsphalt concrete pavement weeping mainly high in oil content, aggregate interlocking due to insufficient strength of asphalt and fine aggregate on the pan due.3 of road construction quality controlQuality control is a key construction process work. FIDIC provisions in accordance with the relevant technical specifications and the Ministry of Communications is a comprehensive and systematic work. In this article, the writer for the disease on some major aspects of the road a little about their own experiences.3.1 Selection and storage of raw materials3.1.1 AggregatePavement construction aggregate consumption of a large, 12000t/km above. So choose a suitable aggregate in control of the production costs and improve the quality of construction is important. Special attention should be on aggregate following matters:3.1.1.1 In the same layer, the aggregate materials and ingredients should be as consistent as possible, so as to ensure the uniformity of the structure layer.3.1.1.2 Aggregate weathering conditions and sediment content should be strictly controlled, particularly in the surface layer of material, a mud hole is a clean aggregate level, directly affect the conservation effort.3.1.1.3 Aggregate surface directly affect the pH of aggregate and asphalt adhesion. Therefore, in the choice of surface materials and asphalt together must take into consideration, the two must meet each other in order to achieve good results.3.1.1.4 Primary general construction with continuous mixing, which requires the storage of primary aggregates and stacked to be carried out strictly in accordance with specifications, to prevent segregation. Can guarantee the uniformity of base construction.3.1.1.5 Aggregate stack space necessary to do the site hardening and different specifications of the work piling up aggregate segregation.3.1.2 Binder binder means: Cement Stabilized surface layer of cement and asphalt. Both are key materials in road construction.3.1.2.1 Cement requirements: low heat of hydration to reduce the primary crack; retarded to meet the construction schedule; stability is to ensure that grass-roots strength.3.1.2.2 more stringent requirements on the asphalt, and some indicators of mutual restraint, many times in the test and design to achieve the best results. Specific such as: high temperature stability requirements in order to ensure consistency of high and low temperature sensitivity, in order to ensure consistency requirement of low temperature cracking resistance and low temperature sensitivity. Different regions and different aggregates will make different demands on the asphalt, it should be according to local conditions, choose a good pitch.3.2 Mix DesignPavement mix design is the key to many factors must be considered. This article will mix the surface layer should be based on, the following features layers to design.3.2.1 Mix Design grassroots cement dosage should be strictly controlledDesigned to meet the minimum strength of the premise, to minimize the amount of cement.3.2.2 good gradingGrass-roots base material mix design and construction machinery should be the case do aggregate grading design, so that the final produced good grass-roots level mixture distribution.3.2.3 The following layerMainly subjected to various stresses, including compressive stress and shear stress. Should be a higher consistency of asphalt and aggregate gradation good.3.2.4 in the surface layerPrimary role is the resistance to permanent deformation or rutting, also asked a good anti-seepage performance. Therefore, when the mix design should pay attention to the issue of oil content, oil content can decrease the surface layer of anti-rutting performance, too low will affect the seepage features. Accompanied in the aggregate should be increased very aggregate amount of more than 10mm to improve the asphalt concrete interlocking force, thereby enhancing the anti-rutting performance. To reduce porosity, improve seepage performance, consider the following to improve 5mm, 2.36mm or even less amount of fine aggregate.3.2.5 Top SurfaceMain function is to provide a sliding car, flat surface. While the top layer and atmospheric exposure, most affected by temperature, low temperature cracking resistance of its most demanding. Therefore, consistency should be little above the layer of asphalt. At the same time should be strictly controlled asphalt content and fine aggregate, prevent the opening of the road weeping. Above the floor to pick a good set of hydrophobic material, to enhance the hydrophobicity of aggregates, experienced construction unit will use cement as a filler. However, a large amount of cement will often bring a decline in low-temperature cracking resistance, the design should be strictly controlled.3.3 Construction3.3.1 Construction of Test Road Test section of the role is very important to obtain the following test results section.3.3.1.1 Verify whether the mix design and construction requirements to meet.3.3.1.2 Compaction requirements to meet the compaction times and with this number corresponds to the compaction coefficient.3.3.1.3 Operation in mechanical with the number and type, determine the maximum efficiency and cost-effective in controlling the mechanical combination.3.3.2 DeflectionBefore construction of the embankment and sub-base for deflection detection, can not meet the requirements of section deflection must be processed.3.3.3 Mixing strict calibration measurement parametersMixing the materials to ensure uniformity.3.3.4 ensure that the machinery of normal useWhen the hybrid materials and the materials and paving, rolling and curing time. Base construction paving and rolling if not promptly, once after a final setting of cement is still rolling, it will be the final setting of cement or grass-roots can not crack.3.3.5 healthCement Base in a timely manner after completion of construction health, which can effectively reduce shrinkage cracks.3.3.6 Bond strengthLayer and through the layer under the seal and the surface layer of the primary bond between the ability to have great impact bonding solid surface and base, levels of driving thrust of the primary can be effectively delivered.3.3.7 Surface treatmentSurface before construction of the primary crack has been found to process, to shop glass fiber grid method for processing.3.3.8 Regular inspectionAlthough batch mixing with asphalt concrete, asphalt, filler and aggregates of different sizes are individually weighed. But they still had regular tests to ensure the accuracy of the amount of various materials.3.3.9 Paving temperature and rolling temperature controlPaving mixture of good temperature control, to avoid mixture of Segregation in the paving process. Mixture in rolling, the temperature is too high and too low are difficult to meet the design degree of compaction and air voids.3.3.10 Pavement smoothness control should be started from the grassrootsThis will not only ensure the best results to the top layer of the flatness, but also avoid the flatness Ershi to meet a larger surface thickness occurring mutations.4 ConclusionAsphalt Pavement are many reasons for the formation, but the construction quality is the main reason for the formation of disease. Construction and maintenance of our often disjointed, construction teams generally responsible for the quality of construction and one year defects liability period of conservation. The disease appears in a lot of asphalt pavement quality defects liability period, these diseases are generally more difficult the problem back to the construction team.In the road construction process, some construction companies, and even supervision units, construction of the road have some misunderstanding, mainly as follows:(1) re-surface layer, and that it in fact semi-rigid pavement of the main bearing structure is the grassroots, grass roots in the fundamental role played pavement structure;(2) above the layer of heavy, light, the following layer, the road surface structure, the upper, middle layer of each of the following division of their duties, not favoritism. Only three have full play to their effectiveness, to achieve the best results; (3) re-combination of materials, lightweight aggregate, aggregate in the pavement structure is the main force in the asphalt concrete pavement, the aggregate interlocking force on the asphalt concrete stress plays a very important role. Aggregate as to material, its selection, processing and storage have to be strict checks to ensure the quality of roads.References1 Bowering RH, Martin CL. Foamed bitumen: production and application of mixtures, evaluation and performance of pavements. In: Proceedings of the association of asphalt paving technologists,vol.45;1976.p.453-732 Ruckel PJ, Acott SM, Bowering RH. Preparation of design mixes and treatment of test specimens. Transport Res 1983;911:88-953 Nataatmadja A. some characteristics of foamed bitumen mixes. Transport Res 2001;1767:120-5译文浅析沥青混凝土路面的施工质量控制李 刚 罗利芳摘 要本文是作者在结合高速公路路面养护工作的基础上，通过分析沥青混凝土路面病害形成机理，对沥青路面施工期间如何进行施工质量控制的问题提出自己的看法和体会，以预防路面病害的发展，对目前预防沥青混凝土路面病害高发现象具有一定的借鉴意义。关键词：高速公路；沥青混凝土路面；施工质量控制191 路面病害及主要危害1.1 路面坑槽路面坑槽是高速公路路面最早出现的病害，特别是在雨季。容易造成行车颠簸，对于高速行驶的小车和大吨位的货车而言，面积较大和深度较深的坑槽甚至会危及行车安全。另外路面坑槽存在着破坏性发展，所谓“小洞不补，大洞受苦。”1.2 路面车辙和拥包路面车辙一般是发生在高温季节，特别是高温季节过后的一个月之内仍然会发展。拥包分两种情况：一是和路面车辙同时同地发生；二是在个别的路段小面积（面积6m2）发生。路面车辙和拥包主要是造成汽车颠簸；雨天会造成路面积水，降低路面抗滑性能，从而危及行车安全。1.3 路面裂缝路面裂缝主要发生在冬季，以横向裂缝为主。在雨水季节表现最为明显，甚至出现唧浆现象。裂缝主要危害为：一是容易形成路面坑槽；二是地表水会渗入面层内部和路面基层，破坏路面结构。1.4 路面龟裂和松散路面龟裂和松散在冬季表现得最为明显。在雨季，特别是低温季节的雨水天气，路面龟裂和松散往往会形成大面积（面积1m2）的坑槽和唧浆，再加上地表水渗入面层内部和路面基层，危及整个路面结构。1.5 路面泛油路面泛油主要是造成路面抗滑性能下降，对于在高速公路行驶的汽车而言，路面抗滑性能下降直接导致刹车和转向性能下降，危及行车安全。2 路面病害形成机理分析2.1 路面坑槽路面坑槽形成主要是水破坏的原因。在大量快速行车荷载作用下，轮胎部位产生的动水压力和真空吸力会导致碎石从面层沥青混凝土中剥落出来，或导致风化碎石、强度差的碎石等等破碎。通过循环作用，形成坑槽。在集料杂质较多、碎石质量差和集料亲油性差的路段这种情况最为明显。另外，如果路面松散、龟裂、裂缝及新老路面接头处处理不善的路段，坑槽发生的可能性也大大增加。2.2 路面车辙和拥包路面车辙和拥包形成原因比较复杂，主要有如下几个方面：一是超限车辆的破坏作用；二是路面沥青混凝土的高温稳定性差。前者是造成路面车辙的一个关键性因素。按照交通部有关技术规范的设计和检测标准，路面承载为汽车后轴重100kN，轮胎压强为0.75MPa。但在今年全国展开治理汽车超限工作之前，在高速公路上行驶的大型货车大部分超限30以上，有的甚至高达180KN，轮胎压强高达1.1MPa。路面沥青混凝土高温稳定性差，特别是在像2003年这种持续高温天气的影响下，路面温度常常在70以上，这时路面面层内部如中面层的温度更高，并且持续时间更长。中面层的主要作用就是抵抗永久形变和车辙，根据中国和美国有关科技工作者的研究表明：车辙形成的主要部位是路面表面下5cm-10cm。对于半刚性路面而言，如果基层未发生破坏，那么车辙都是在沥青混凝土面层上产生的。而路面面层高温稳定性差的主要原因有如下几个方面：沥青混凝土含油量过高、沥青对温度的敏感性高、粗集料偏少或破碎面少导致嵌锁力下降、细集料中河砂用量过多、沥青混凝土压实度满足不了要求等等。形成路面拥包的原因除上述各方面外，还有如下两个方面的原因：一是路面施工的均匀性差；二是路面平整度差。二者在汽车颠簸行驶时，由于汽车的冲击力作用下，容易造成路面凹陷。而且这种凹陷是“马太效应”，凹陷之后的路面会使高速行驶的汽车产生更大的冲击力，而更大的冲击力会产生更大的凹陷。2.3 路面裂缝路面裂缝主要是两种：一种是沥青混凝土面层的干缩裂缝；一种是路面基层开裂导致的反射裂缝。由于沥青混凝土的延展性优于半刚性基层，特别是水泥稳定基层。只要沥青本身的延度和沥青混凝土的含油量满足设计要求，温度裂缝一般发生的比较少，而且影响比较轻微。笔者接触到的高速公路路面裂缝，特别是横向裂缝，主要是反射裂缝。作为沥青混凝土路面结构的基础，水泥稳定基层有抗弯拉强度的要求。但在具体施工和质量控制过程中也必须对其水泥用量进行严格控制，在满足设计要求强度的前提下，尽量减少水泥用量，从而减少反射裂缝发生和减小裂缝宽度。2.4 路面龟裂和松散路面龟裂主要是由于基层结构破坏引起的。如果基层达不到设计要求的抗弯拉强度；或在超限车辆作用下，基层承受的荷载超过设计荷载，基层就会被破坏。路面松散一般是面层本身的原因，如集料含有杂质、集料亲油性差、沥青混凝土含油量少等等。2.5 路面泛油路面泛油主要是沥青混凝土中含油量过高、集料嵌锁力不足导致沥青和细集料上泛所致。3 浅析路面施工时的质量控制质量控制是施工过程中的一项关键工作。按照FIDIC