摘要
回顾了典型车辙试验试件成型控制指标与标准的不同,并且分析了加利福利亚HVS测试结果.分析发现:经历长时间的汽车荷载作用后,轮迹下现场空隙率可能不低于4%;由现场初始空隙率变化至使用期末空隙率,压密变形对车辙深度的贡献率较小,蠕变变形仍然是车辙深度的主要贡献者.因此,建议车辙试件成型采用预期现场初始空隙率作为控制指标.最后通过试验分析,建议热拌密级配沥青混合料(DGAC)成型空隙率按照(7.0±1.0)%进行控制,沥青玛蹄脂碎石混合料(SMA)成型空隙率按照(5.5±0.5)%进行控制.
The difference in terms of control index and standard of typical wheel tracking test specimen was reviewed. Test results of California HVS were also analyzed. Through analysis, it is found that field air void under track is no less than 4% after long-term vehicle loading. When asphalt pavements vary from field initial air voids to the air voids of the end of life, creep deformation mainly contributes the rut depth, while dense deformation contributes little. So the maximum expected field initial air voids are suggested as the specimen molding control index. At last,through tests and analysis, （7.0±1.0）% air void is suggested for dense-graded hot-mix asphalts as the molding control standard, and （5.5±0.5）% for stone matrix asphahs（SMA）.
出处
《建筑材料学报》
EI
CAS
CSCD
2007年第3期313-317,共5页
Journal of Building Materials
基金
西部交通建设科技项目(200431800004)
关键词
车辙试验
试件
成型控制
预期现场初始空隙率
wheel tracking test
specimen
molding control
expected field initial air voids
