【作者】 吕文江；

【导师】 戴经梁；

【作者基本信息】 长安大学 ， 道路与铁道工程， 2006， 博士

【摘要】 我国目前存在半刚性基层沥青路面结构设计和材料设计脱节的问题。为解决这一问题，防止路面由此出现早期破损，论文对半刚性基层沥青路面各沥青结构层的层位分工特性、合理层厚和基于层位分工论的沥青混合料设计方法进行了系统的研究。 首先，论文分析了半刚性基层沥青路面疲劳裂缝的形成机理。并采用粘弹性层状体系理论和计算机程序进行力学研究，发现在常温条件下，由荷载引起的半刚性基层沥青路面面层内部常温拉应力沿路面竖向的分布规律为：当所有层间完全连续接触时，面层内部的不出现拉应力；当基层与面层之间部分连续接触或完全光滑接触（其余各层间完全连续接触）时，面层内部的常温拉应力数值从面层顶面向面层底面逐渐增大，并在面层底面取得最大值。由此确定半刚性基层沥青路面的主抗疲劳区位于下面层。 其次，论文分析了半刚性基层沥青路面温缩裂缝的形成机理。并采用希尔斯（Hills）和布来因（Brien）提出的低温温缩应力计算公式进行力学研究，发现半刚性基层沥青路面的面层内部低温温缩应力数值，从面层底面向面层顶面逐渐增大，并在面层顶面取得最大值。由此确定半刚性基层沥青路面主抗低温缩裂区位于上面层。 再者，论文分析了半刚性基层沥青路面车辙的形成机理。并采用粘弹性层状体系理论和计算机程序进行力学研究，发现在高温条件下，由荷载引起的半刚性基层沥青路面面层内部高温剪应力τ_max数值，从面层顶面和面层底面同时向路面深度为7cm的面层中部位置逐渐增大，并在该面层中部位置取得最大值。由此确定半刚性基层沥青路面的主抗车辙区位于中面层，而上面层和下面层对抗车辙只起次要作用。论文通过以上粘弹性层状体系应力分析结果，发现对于半刚性基层沥青路面，当面层与基层之间的接触条件由完全连续向部分连续转变，并进而向完全光滑转变时（其余各层之间保持完全连续），沥青面层内部的高温剪应力和常温拉应力逐渐增大，证实了增强面层与基层层间结合能力的重要性。 然后，论文研究了贝雷法级配参数对沥青混合料性能的影响，并根据层位分工论和试验方法，研究了半刚性基层沥青路面各沥青结构层的层位分工特性、合理层厚和合理的贝雷法级配参数。对于沥青上面层，CA比的合理取值为0.4，要求范围为0.4～0.45；FAc比的合理取值为0.5，要求范围为更多还原

【Abstract】 There is a problem that structure design and materials design are disjointed about the asphalt pavement with semi-rigid base in our country. In order to solve the problem and prevent pavement from damaging early due to the promblem, the paper studied structure characteristics and function characteristics and reasonable thickness of every asphalt layer in the asphalt pavement with semi-rigid base, and reseached into the asphalt mixture design method based on the layer contribution theory systemically.Firstly, the paper analysed the formation mechanism of the fatigue crack in asphalt pavement with semi-rigid base. Having carried out the mechanics research with the viscoelastic layers system theory and the computer program, the paper finds that the stretching stress due to the load accords with a certain law along vertical in the asphalt coat at usual temperature. While the contact conditions of all layers in pavement are continuous completely, there is no stretching stress due to the load in the asphalt coat at usual temperature. While the contact condition of the asphalt coat with the base is continuous partially or slippery completely （the other contact conditions of the layers in pavement are continuous completely）, the stretching stress due to the load increases gradually from the top position to the bottom position in the asphalt coat at usual temperature, and the value of the stretching stress at the bottom position is the maximum value in the asphalt coat. So the paper reaches the conclusion that the leading area to resist fatigue lies at the asphalt lower coatSecondly, the paper analysed the formation mechanism of the temperature contraction crack in asphalt pavement with semi-rigid base. Having carried out the mechanics research with the temperature contraction stress calculation formula educed by Hills and Brien, the paper finds that the temperature contraction stress increases gradually from the bottom position to the top position in the asphalt coat at low temperature, and the value of the temperature contraction stress at the top position is the maximum value in the asphalt coat. So the paper reaches the conclusion that the leading area to resist the temperature contraction crack lies at the asphalt top coatThirdly, the paper analysed the formation mechanism of the rut on asphalt pavement with semi-rigid base. Having carried out the mechanics research with the viscoelastic layers system theory and the computer program, the paper finds that the shear stress τ_max due to the load increases gradually from the top position and the bottom position simultaneously to the middle position whose depth is 7 centimeter in the asphalt coat at high temperature, and the value of the shear stress τ_max at the middle position whose depth is 7 centimeter is the maximum value in the asphalt coat. So the paper reaches the conclusion that the leading area to resist rut lies at the asphalt middle coat, and that the asphalt upper coat and the asphalt更多还原