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由于具有经济的全寿命周期成本,永久性沥青混凝土路面近年来受到了国内外研究人员的关注,但目前没有明确统一的设计指标与标准。针对此问题,分析了我国现行沥青混凝土路面设计指标,并和国外沥青混凝土路面设计指标进行了对比,提出我国应采取路基顶面压应变、沥青混凝土层底拉应变和设计年限末总的累积塑性变形等作为永久性沥青混凝土路面的设计指标;并结合我国重载交通特点,提出了路基顶面压应变宜取120με,沥青混凝土层底拉应变对普通AC25沥青混合料,可分别采用100με(最佳沥青含量)和110με(最佳沥青含量+0.5%),而对SBS改性AC25沥青混合料,可采用145με作为沥青混凝土层底容许拉应变;采用半刚性底基层的永久性沥青混凝土路面容许永久变形宜控制在12 mm以内,而采用粒料底基层的永久性沥青混凝土路面容许永久变形宜控制在20 mm以内。
Due to its economical full life cycle cost, permanent asphalt concrete pavements have drawn the attention of researchers both at home and abroad in recent years, but there is no definite and unified design index and standard at present. To solve this problem, the current design indicators of asphalt concrete pavement in our country are analyzed and contrasted with the design indexes of asphalt concrete pavement in foreign countries. It is suggested that the top plastic deformation of subgrade, the tensile strain of asphalt concrete bottom layer and the cumulative plasticity Deformation and so on as the design index of permanent asphalt concrete pavement. According to the characteristics of heavy traffic in our country, it is proposed that the compressive strain at the top of subgrade should be 120με, and the tensile strain at the bottom of asphalt concrete layer should be 100με Good bitumen content) and 110με (best bitumen content + 0.5%), whereas for SBS modified AC25 bituminous mixtures 145με can be used as allowable tensile strain for the bitumen layer; permanent asphalt pavements with semi-rigid subbase allow The permanent deformation should be controlled within 12 mm, while the permanent asphalt concrete pavement with the granular subbase allows the permanent deformation to be controlled within 20 mm.