CN101307589A - Highway asphalt concrete pavement preventive maintenance measures and time determination method - Google Patents

Abstract

The invention provides a method for determining measure and time for the preventive maintenance of asphalt concrete pavements of a highway. The method is characterized in that the method comprises a preventive maintenance measurement selection step and a best preventive maintenance time determination step. The process has the advantages that the effect of the preventive maintenance is ensured by selecting preventive maintenance measurements of asphalt pavements of different highways and determining the best preventive maintenance time of asphalt pavements of different highways, and aims of keeping good technical conditions of road surfaces, delaying the damage of road surfaces, prolonging the service life of road surfaces and saving life-cycle maintenance costs of road surfaces are achieved in the end.

Description

Definite method of the measure of highway asphalt concrete pavement preventive maintenance and time

Technical field

The present invention relates to the measure of definite method, particularly a kind of highway asphalt concrete pavement preventive maintenance of a kind of maintenance of surface measure and time and definite method of time.

Background technology

Along with being open to the traffic of a large amount of asphalt highways of China, the maintenance work amount of highway administration department increases day by day.The passive maintenance of surface mode of traditional " damage afterwards earlier and keep in repair " can not satisfy the demand of current and following maintenance of surface work far away, and it is the effective way that addresses this problem that road pavement is taked positive preventive maintenance.Precuring is actively to take the good maintenance measure of cost effectiveness with regard to road pavement when pavement behavior is still good, to reach the good technique state that keeps the road surface, delay the road surface and damage the also final purpose that prolongs service life of road surface and reduce pavement life cycle maintenance costs.Compare with traditional maintenance, precuring has that expense is low, the construction period is short, advantages such as little, that user satisfaction is high, cost effectiveness is good are disturbed in traffic.Precuring is as the important supplement of traditional maintenance, and its working contents is in the time of the best suitable road surface to be taken effective measures.The application life of current domestic asphalt highway is generally shorter, can not reach projected life far away, and not carrying out precuring in appropriate road pavement on opportunity is one of them very important reason.Therefore, actively take precuring to seem extremely urgent and necessary to asphalt highway.

But when highway pavement was carried out precuring, the time of selection and measure did not have good method at present ,-as be that experience by the worker who maintains a road determines that it lacks science.Cause to have high input, maintenance effect is bad.

Summary of the invention

Technical problem to be solved by this invention is to provide a kind of measure of highway asphalt concrete pavement preventive maintenance and definite method of time, scientifically to determine highway pavement and the Best Times of precuring and the effective measures of employing, with less input, obtain good precuring effect.

Technical problem to be solved by this invention can be achieved through the following technical solutions:

Definite method of a kind of measure of highway asphalt concrete pavement preventive maintenance and time is characterized in that comprising the steps

1, the precuring measure is selected

At first according to leading types of damage and the order of severity, road quality classification and the traffic volume technical factor on road surface, flexible pavement precuring countermeasure collection is tentatively selected the precuring measure that all are suitable for by road, adopt equivalent annual charge method that cost-effectiveness analysis is carried out in the precuring measure of selecting respectively then, further select the good precuring measure of cost effectiveness; Take all factors into consideration construction factor, user's factor and environmental factor at last, adopt the project level Comprehensive Evaluation respectively each precuring measure to be analyzed, the measure of finally selecting multifactorial evaluation coefficient k value maximum is as best precuring measure;

2, the best precuring time is determined

A, determine the PCI decay equation under the conventional maintenance situation, determine to be fit to the time range of precuring by the decay equation of PCI and precuring standard thereof, and select precuring time contrast scheme voluntarily according to the maintenance of surface custom according to the time interval that equates or by the user;

B, determine the road conditions index decay equation of conventional maintenance and each precuring time scheme; Overlay class precuring measure for the surface, the road conditions index should comprise PCI, RQI and BPN3 item, if data are insufficient or RQI, BPN regular not obvious, also can only analyze the decay equation of PCI; Overlay class precuring measure for non-surface, the road conditions index mainly refers to PCI;

C, overlay class precuring measure for the surface, calculate the area take after the precuring with respect under PCI, RQI and the BPN decay curve under PCI, RQI that conventional maintenance increased and area the BPN decay curve under and the conventional maintenance situation respectively, and calculating precuring performance index PBI; Overlay class precuring measure for non-surface, calculate and take after the precuring to be precuring performance index PBI with respect to the area under the PCI decay curve that conventional maintenance increased;

D, calculate the precuring expense of each precuring time scheme, be daily cost of maintenance, precuring expense and in repair expense at the equivalent average annual cost of pavement life in the cycle, if routine servicing expense or in to repair expense indeterminate, can not consider, but must consideration precuring expense;

E, calculate the precuring benefit-cost ratio BCR of each precuring time scheme, finally with the pairing precuring enforcement of the maximum time scheme of BCR value time point as the best precuring time.

Advantage of the present invention is by determining the selection of asphalt highway precuring measures at different levels, best precuring time, guarantee the effect of precuring, finally reach the good technique state that keeps the road surface, the purpose that delays the road surface damage, prolongs service life of road surface and save pavement life cycle maintenance costs.

Description of drawings

Fig. 1 is the standardization precuring benefit calculation figure of PCI in the best precuring time determining step of the present invention.

Fig. 2 is the standardization precuring benefit calculation figure of RQI in the best precuring time determining step of the present invention.

Fig. 3 is the standardization precuring benefit calculation figure of BPN in the best precuring time determining step of the present invention.

Fig. 4 is the precuring benefit calculation figure of single index situation in the best precuring time determining step of the present invention.

Fig. 5 is EUAC in the best precuring time determining step of the present invention _jThe computation model schematic diagram.

Fig. 6 is applied to the decision flow diagram of asphalt highway precuring system for the present invention.

Whether Fig. 7 is fit to the flow chart of precuring for the road conditions of judging that the present invention is applied to asphalt highway precuring system.

Fig. 8 is applied to the best precuring measure of speedway of asphalt highway precuring system and the flow chart of best precuring selection of time for the present invention.

Fig. 9 is applied to the best precuring measure of Class I highway of asphalt highway precuring system and the flow chart of best precuring selection of time for the present invention.

Figure 10 is applied to the best precuring measure of Class II highway of asphalt highway precuring system and the flow chart of best precuring selection of time for the present invention.

Figure 11 is applied to the best precuring measure of Class III highway of asphalt highway precuring system and the flow chart of best precuring selection of time for the present invention.

Figure 12 is applied to the best precuring measure of Class IV highway of asphalt highway precuring system and the flow chart of best precuring selection of time for the present invention.

The specific embodiment

For technological means, creation characteristic that the present invention is realized, reach purpose and effect is easy to understand, below in conjunction with specific embodiment, further set forth the present invention.

1, the technical term and the symbol of the present invention's employing are as follows:

1.1 term

1.1.1 road surface preventive maintenance pavement preventive maintenance

The road surface preventive maintenance is under the prerequisite that does not increase the road structure bearing capacity, road surface or ancillary facility that structure is intact are in a planned way taked the good maintenance measure of cost effectiveness, to reach the purpose of maintaining the road surface system, delaying to damage, keep or improve the surface feature situation, be called for short precuring (PPM).

1.1.2 precuring macroscopic view road conditions standard macroscopical pavement conditioncriterion for PPM

Refer to the requirement of precuring to the pavement behavior index of reflection flexible pavement overall performance.

1.1.3 precuring microcosmic road conditions standard microcosmic pavement conditioncriterion for PPM

Refer to the requirement of precuring to the leading types of damage of flexible pavement and the order of severity.

1.1.4 multifactorial evaluation coefficient synthesis judgement index

Take all factors into consideration factors such as engineering, user and environment, the coefficient that analytical calculation obtains is carried out in the precuring measure.

1.1.5 precuring benefit benefit from PPM

By economic benefit and the social benefit that precuring produced.

1.1.6 precuring performance index preventive benefit index

The characteristic index of precuring benefit.

1.1.7 precuring expense cost for PPM

Maintain the road surface and every maintenance costs of being taken place in the cycle at pavement life according to the precuring mode.

1.1.8 best precuring time optimal time of PPM

Time point is implemented in the precuring that can obtain the optimum cost benefit.

1.1.9 crushed stone sealing chip seal

Divide common crushed stone sealing and synchronous surface dressing two classes.Common crushed stone sealing refers to directly spill the cloth heated bitumen on the road surface, gathers materials followed by spreading, and rolls with rubber-tyred roller immediately and the asphalt macadam wearing layer that forms.Synchronous surface dressing refers to adopt special equipment, and to be the synchronous surface dressing car shop be sprinkled upon rubble and binding material (modification heated bitumen or modified emulsifying asphalt) on the road surface synchronously, and roll with rubber-tyred roller immediately and the asphalt macadam wearing layer that forms.

1.1.10 compound seal cape seal

On crushed stone sealing, construct the again bilayer punishment layer of one deck slurry seal of finger.

1.1.11 thin hot mixed asphaltic concrete cover thin hot-mix asphalt overlay

Finger on original flexible pavement, overlay thin asphalt concrete pavement (20 ~ 30mm), to solve more serious road surface breakage, improve the anti-slide performance and the planeness on road surface.

1.1.12 vaporific seal fog seal

Adopt plant equipment (spreader) that the slow-setting emulsified asphalt of dilution is sprayed on the protobitumen road surface, with sealing road surface, rich road surface of supporting oxidation or sclerosis etc.

2.1.13 asphalt-regenerating punishment asphalt rejuvenation

Finger is brushing one deck pitch reducing agent on the protobitumen road surface, to recover or to improve the pavement performance of former pavement asphalt to a certain extent.

1.2 symbol

Each symbol implication sees Table 1

Table 1

Numbering	Symbol	Meaning
			2.2.1	PPM	The road surface preventive maintenance
2.2.2	THMO	Thin hot mixed asphaltic concrete cover
			2.2.3	AADT	Annual average daily traffic
2.2.4	SSI	The pavement strength coefficient
			2.2.5	RQI	The ride quality index
2.2.6	PCI	Pavement condition index
			2.2.7	BPN	Portable pendulum tester pendulum value
2.2.8	PBI	The precuring performance index
			2.2.9	EUAC	The equivalent average annual cost
2.2.10	BCR	The precuring benefit-cost ratio
			2.2.11	EAC	The equivalence annual charge
2.2.12	k	The multifactorial evaluation coefficient

2, precuring road conditions standard

2.1 precuring macroscopic view road conditions standard

2.1.1 the macroscopical road conditions index of precuring adopts three of SSI, RQI and PCI, wherein SSI and RQI are test rating, and PCI is a judge index, under the prerequisite that SSI and RQI meet the demands, are that standard judges whether flexible pavement needs to carry out precuring with PCI promptly.The precuring macroscopic view road conditions standard of each index should meet the regulation of showing 2.1.1.

Precuring macroscopic view road conditions standard scale 2.1.1

2.2 precuring microcosmic road conditions standard

2.2.1 being fit to the road surface types of damage and the degree of precuring comprises:

(1) slight transverse crack or longitudinal crack;

(2) tiny or slight irregular cracks;

(3) slight or moderate be full of cracks;

(4) slight rut (degree of depth is less than 25mm);

(5) road surface mild wear (comprising polishing, pitted skin);

(6) slight loose;

(7) aging (the comprising aging, sclerosis, whiting) of various degree;

(8) bellding;

(9) seep water in slight road surface.

2.2.2 being not suitable for the pavement behavior of precuring comprises:

(1) there is the be full of cracks that surpasses 10% moderate or 2% order of severity on the road surface;

(2) before implementing the precuring measure, there are very big or very serious transverse crack of width and longitudinal crack in the road surface, can't effectively fill out envelope;

(3) there are serious or a large amount of patches on the road surface, and the wherein medium and patch area order of severity accounts for more than 20%;

(4) there is the hole groove of medium or the order of severity on the road surface;

(5) have because the rut that the bituminous mixture instability causes;

(6) international roughness index IRI surpasses 30.3m/km;

(7) phenomenons such as bag, passing appear gathering around in the asphalt concrete pavement surface;

(8) the roadbed condition is very poor;

(9) drainage condition on road surface is bad or have a damage relevant with humidity.

3, precuring measure

3.1 general provision

3.1.1 selected precuring measure should be able to be satisfied the technical requirements of pavement behavior, the traffic volume, road quality classification etc., and can give full play to its due precuring performance.

3.1.2 should select the good precuring measure of cost effectiveness, make selected precuring measure have lower maintenance cost than other measure.

3.1.3 selected precuring measure should be able to reflect that concrete highway administration unit road pavement maintenance quality and effect of requirement, highway user are to requirements such as the requirement of road surface, precuring highway section functional performance and environmental protection.

3.2 the flow process that the precuring measure is selected

3.2.1 the consideration technical factor, according to the leading types of damage and the technical factors such as the order of severity, road quality classification and the traffic volume on road surface, flexible pavement precuring countermeasure collection is tentatively selected the precuring measure that all are suitable for by road.

3.2.2 the consideration economic factor adopts equivalent annual charge method that cost-effectiveness analysis is carried out in the precuring measure of selecting respectively, further selects the good precuring measure of cost effectiveness.

3.2.3 take all factors into consideration construction factor, user's factor and environmental factor, adopt the project level Comprehensive Evaluation respectively each precuring measure to be analyzed, the measure of finally selecting multifactorial evaluation coefficient k value maximum is as best precuring measure.

3.3 precuring measure

3.3.1 at a high speed, but Class I highway and AADT damage the best precuring measure reference table 3.3.1 selection that is suitable for greater than 5000 highway for the road surface of all kinds and the order of severity.

The best precuring measure that table 4.3.1 is high-grade and the recommendation of heavy traffic asphalt highway is selected

3.3.2 two, three, but Class IV highway and AADT be not more than 5000 highway and damage the best precuring measure reference table 3.3.2 selection that is suitable for for the road surface of all kinds and the order of severity.

Common and the middle light traffic asphalt highway of table 3.3.2 is recommended the best precuring measure of selection

4. the technical requirements of precuring measure commonly used

4.1 general provision

4.1.1 select before the precuring measure, must consider pavement conditions, the traffic volume, highway technology grade and weather condition.

4.1.2 before the construction, must carry out laboratory test, and provide test report, can construct after the pass the test.

4.1.3 the construction of precuring measure must be carried out in strict accordance with corresponding construction technical requirement.

4.2 slurry seal

4.2.1 applicable elements

1, during slurry seal is applicable to, light traffic, the i.e. highway in AADT＜5000/track/sky.

2, slurry seal is applicable to the highway that pavement behavior is good, and visible road surface is damaged and comprised: slight rut (4) polishing of the slight be full of cracks of (1) tiny irregular cracks (2) (3), pitted skin, loose (5) are aging, oxidation, the slight infiltration of sclerosis (6) bellding (7).

3, the construction general requirements temperature of slurry seal and pavement temperature all are higher than 10 ℃, and do not have freezing phenomenon in 24 hours; Should not also should not under the low temperature about hot weather (may produce road surface bellding problem) and zero degree, use in rainy day and the rainy weather construction of possibility; Be preferably in weather application warm and that temperature difference per day is less.

4, under following two kinds of conditions, ban use of slurry seal: (1) structural damage (as serious fatigue cracking or darker rut etc.); (2) serious thermal cracking.

4.2.2 material technology requirement

Should meet " road surface slurry seal construction regulations " (CJJ66-95) and the pertinent regulations of " little table place and Slurry Seal Technology guide " (JTG/T F40-02-2005).

4.2.3 construction technical requirement

The pertinent regulations that should meet " little table place and Slurry Seal Technology guide " (JTG/T F40-02-2005).

4.3 little table place

4.3.1 applicable elements

1, little table place can adapt to the traffic volume of any grade.

2, little table place is applicable to the highway that pavement behavior is good, and visible road surface is damaged and comprised: slight rut (4) polishing of the slight be full of cracks of (1) tiny irregular cracks (2) (3), pitted skin, loose (5) are aging, oxidation, the slight infiltration of sclerosis (6) bellding (7).

3, the construction general requirements temperature and the pavement temperature at little table place all are higher than 10 ℃, and do not have freezing phenomenon in 24 hours; Should not also should not under the low temperature about hot weather (may produce road surface bellding problem) and zero degree, use in rainy day and the rainy weather construction of possibility; Be preferably in weather application warm and that temperature difference per day is less.

4, ban use of little table place under the following conditions: (1) structural damage (as serious fatigue cracking etc.); (2) road surface that large-area road surface is damaged and residual life is short; (3) serious thermal cracking; (4) wait until the pavement crack of the order of severity in.

4.3.2 material technology requirement

The pertinent regulations that should meet " little table place and Slurry Seal Technology guide " (JTG/T F40-02-2005).

4.3.3 construction technical requirement

The pertinent regulations that should meet " little table place and Slurry Seal Technology guide " (JTG/T F40-02-2005).

4.4 crushed stone sealing

4.4.1 applicable elements

1, during crushed stone sealing is applicable to, light traffic, the i.e. highway in AADT＜5000/track/sky.

2, crushed stone sealing is applicable to the highway that pavement behavior is good, and visible road surface is damaged and comprised: the slight be full of cracks of (1) tiny irregular cracks (2) (3) polishing, pitted skin, loose (4) slight infiltration.

3, the construction of crushed stone sealing be preferably in warm, have the sun, weather that humidity is low to carry out, the general requirements temperature is higher than 15 ℃, relative humidity is lower than 75%; Should not be in the low weather of high humidity, temperature and greasy weather, rainy day construction.

4, crushed stone sealing should not be used in following situation: (1) structural damage (as serious fatigue cracking or darker rut etc.); (2) serious thermal cracking; (3) road surface that large-area road surface is damaged and residual life is short; (4) at a high speed heavy traffic road.

4.4.2 material technology requirement

The employed material of crushed stone sealing mainly is two kinds of pitch and building stones.The used pitch of crushed stone sealing mainly is the modification heated bitumen, generally need be heated to 150-170 ℃, and its quality should meet " highway Modified Bitumen Pavement construction technique normalizing " pertinent regulations (JTJ036-98).Its consumption should can embed asphalt tack coat with 70% building stones be standard, generally at 1.2-1.7kg/m ², can regulate according to on-site actual situations.

The rock types that crushed stone sealing uses should be selected the basalt, diabase of hard wear resistant etc.Common crushed stone sealing uses the grating and the quality requirement that gather materials should satisfy table 4.4.3-1 and the regulation of showing 4.4.3-2 respectively, and its amount ranges is generally at 11-12kg/m ²

The common crushed stone sealing of the table 4.4.3-1 grating of gathering materials

Screen size (mm)	Percent of pass (%)
		12.5	100
9.5	90～100
		4.75	10～30
2.36	0～10
		0.075	≤3

The common crushed stone sealing of the table 4.4.3-2 quality requirement that gathers materials

Project	Quality specifications	Test method
			Los Angeles abrasion loss (%)	≤45	MTM102 or T0317-2000
Building stones breakage rate (%)	≥95	MTM-117
			Deleterious particle content 1(％)	≤8	MTM-110
Faller gill shape content (%)	≤20	ASTM D4791 or T0312-2000
			The abrasion index of gathering materials (AWI)	≥260	MTM-111

Annotate: 1. deleterious particle is meant impurity such as shale, argillite, mud, silt, clay.

The building stones technical requirements of table 4.4.3-3 synchronous surface dressing

Numbering	Technical indicator	Technical requirements	Test method
				1	Crush values (%)	≤14	T0316-2000
2	Los Angeles abrasion loss (%)	≤30	T0317-2000
				3	The plane of disruption, geometry	4 above, approximate cubes of the plane of disruption	-
4	Adhesiveness (%) with pitch	More than 4 grades	-
				5	Faller gill shape content (%)	≤15	T0312-2000
6	Dust content (%)	≤1	T0310-2000
				7	Soft rock content (%)	≤5	T0320-2000

Synchronous surface dressing to the requirement of material is: rubble requires through broken (or hammering fragmentation) the resulting rubble of counterattack, the strictness of faller gill shape content is limited in below 15%, physical dimension will be got well, free from foreign meter and stone flour, crush values≤14%, and strict air-dry through washing, and the building stones Acidity of Aikalinity is not had special requirement, its technical requirements sees Table 4.4.3-3.

Synchronous surface dressing generally adopts the gap gradation structure.Requirement difference according to pavement behavior and road pavement non-skid property can be divided into: 2-4mm, 4-6mm, four specifications of 6-10mm, 10-14mm.Can select different rubble specifications for use according to different road surfaces, general country road maintenance of surface is selected the specification of 4-6mm usually for use, and the higher maintenance of highway pavement of the speed of a motor vehicle can require to pave more than 2 layers with 6-10mm or 10-14mm according to pavement technique.Common method is done seal on the second time for carrying out seal first time with 4-6mm or 6-10mm, 10-14mm rubble with the 2-4mm rubble.General and the common crushed stone sealing of its consumption is identical, can regulate according to on-site actual situations.

4.4.3 construction technical requirement

1, preparation

(1) former treatment of road surfaces

The crack of former road surface broad, darker hole groove and rut etc. are carried out preliminary treatment, keep the smooth of road surface.With pavement cleaning vehicle former road surface is cleaned before the construction, required the loosening material and the foreign material on cleaning road surface.Road-sweeper sweep less than local available broom carry out hand sweeping.In addition, also need to hide in advance facilities such as manhole, gate valve, inspection shaft lid in order to avoid covered by asphalt tack coat.

(2) material is prepared

Should be ready to materials such as pitch, rubble by designing requirement before the construction.

(3) traffic control

Traffic control should be carried out before constructor and machinery enter the place.Personal management's traffic should be established in the job site, and the content of traffic control comprises construction marker, construction guardrail, construction flag etc., some other necessary security measure in addition of being provided with.

2, construction technology

The examination that should carry out 15-30m before the construction earlier paves and does suitably to regulate with asphalt content and building stones consumption to design.On the road surface, spray pitch equably with spreader then, and then use building stones spreader spreading building stones equably thereon.For synchronous surface dressing, the spreading of pitch and building stones can be finished by the synchronous surface dressing car is disposable.Need to roll with pneumatic tyred roller immediately behind the building stones spreading, the building stones spreading must not surpass 3min with the time interval of finishing first pressing.The travel speed of pneumatic tyred roller should be less than 8km/h, the whole process of rolling must before the mulseal breakdown of emulsion or heated bitumen finish before significantly lowering the temperature, generally need roll three times.

3, quality control

The deviation of pitch spray rate should be controlled at ± 0.06L/m ², the deviation of the application rate that gathers materials should be controlled at ± 0.5kg/m ², the control criterion of grating deviation sees Table 4.4.3, and the water content of gathering materials during construction must not surpass 4% of its dry unit weight.

Table 4.4.3 aggregate grading Deviation Control standard

Screen size	The Deviation Control standard
		4.75mm	±5.0％
2.36mm	±3.0％

4, open to traffic

Roll finish after, need certain curing time.The temperature for the treatment of complete breakdown of emulsion of mulseal or heated bitumen is reduced to normal temperature, and when forming intensity and estimating that building stones can not taken away by vehicle, cleaning gets final product open to traffic after falling loosening building stones on the road surface.In order to prevent that building stones from being taken away by vehicle, the open to traffic initial stage answers restricted speed in 40km/h.

4.5 compound seal

4.5.1 applicable elements

1, during compound seal is applicable to, the light traffic highway.

2, compound seal is applicable to basic unit's condition and the good highway of pavement behavior, and visible road surface is damaged and comprised: slight rut (4) polishing of the slight be full of cracks of (1) tiny irregular cracks (2) (3), pitted skin, loose (5) are aging, oxidation, the slight infiltration of sclerosis (6).

3, compound seal is applicable to various weather conditions, is preferably in weather application warm and that temperature difference per day is less.

4, under following situation, be not suitable for adopting compound seal: (1) structural damage (as serious fatigue cracking or darker rut etc.); (2) large-area road surface damage and road surface residual life are shorter; (3) serious thermal cracking.

4.5.2 material technology requirement

Material technology requires the relevant regulations with reference to crushed stone sealing and slurry seal.

4.5.3 construction technical requirement

Construction technical requirement is with reference to the relevant regulations of crushed stone sealing and slurry seal.

4.6 thin hot mixed asphaltic concrete cover

4.6.1 applicable elements

1, thin hot mixed asphaltic concrete cover is applicable to the highway of any traffic volume.

2, thin hot mixed asphaltic concrete cover is applicable to the highway that basic unit's condition and pavement behavior are all good, and visible road surface is damaged and comprised: slight or moderate slight rut (4) polishing of be full of cracks (3), pitted skin, loose (5) of (1) tiny irregular cracks (2) are aging, oxidation, the slight infiltration of sclerosis (6) bellding (7).

3, the construction of thin hot mixed asphaltic concrete cover suits to carry out at warm weather, and temperature requirement is more than 13 ℃.

4, thin hot mixed asphaltic concrete cover should not use under following condition: (1) structural damage (as serious fatigue cracking etc.); (2) large-area road surface damage and residual life are shorter; (3) serious thermal cracking; (4) serious loose or rut or basic unit's weakness.

4.6.2 material technology requirement

The pertinent regulations that should meet " asphalt highway construction technique normalizing " (JTG F40-2004).

4.6.3 construction technical requirement

The pertinent regulations that should meet " asphalt highway construction technique normalizing " (JTG F40-2004).

4.7 the cementation of fissures and joint seal

4.7.1 applicable elements

1, the cementation of fissures and joint seal can be applicable to the highway of any traffic volume.

2, the cementation of fissures and joint seal are applicable to the highway that basic unit's condition and pavement behavior are all good, and it mainly is slight to moderate longitudinal crack or transverse crack that visible road surface is damaged.

3, the cementation of fissures and joint seal can be constructed under various weather conditions, but are preferably in nice and cool drying and the less weather application of temperature difference per day.

4, the cementation of fissures and joint seal should not be used in following situation: (1) structural damage (as serious fatigue cracking or darker rut etc.); (2) large-area road surface damage and road surface residual life are shorter.

4.7.2 material technology requirement

The regulation that should meet " asphalt highway maintenance technology standard " (JTJ 073.2).

4.7.3 construction technical requirement

In order to ensure the quality of products, should adopt mechanized construction.Its construction technical requirement should meet the pertinent regulations of " asphalt highway maintenance technology standard " (JTJ 073.2).

4.8 vaporific seal

4.8.1 applicable elements

1, during vaporific seal is applicable to, the light traffic highway.

2, vaporific seal is only applicable to have the road surface that a lot of holes can absorb a certain amount of mulseal.Generally, the road surface is coarse more, and the initial bitumen film thickness is thin more, and vaporific seal should more early use; Visible road surface is damaged and comprised: (1) tiny irregular cracks (2) slightly loose (3) is aging, oxidation, harden, turn white (4) slight infiltration.

3, vaporific seal can use under various weather conditions, but is preferably in the season or the weather use of warm or hot drying, requires temperature to be higher than 10 ℃, and pavement temperature is higher than 15 ℃, forbids rainy day to construct.

4, vaporific seal should not use under following situation: (1) structural damage (as serious fatigue cracking etc.); (2) moderate bellding; (3) antiskid of order of severity loss by the time in; (4) thermal cracking of the order of severity.

4.8.2 material technology requirement

1, the employed material of vaporific seal is generally mulseal and water, sometimes for certain specific purposes, also can add certain quantity of additive in emulsifier.Its method for designing mainly comprises the dilution rate of mulseal and the sprinkling amount of dilution mulseal.

2, the mulseal of vaporific seal use can be cation and anionic, and the most frequently used mulseal type is CSS-1h and SS-1h.Its quality specifications should meet the pertinent regulations of " mulseal pavement construction and control of acceptance " (CJJ 42-91).

3, generally tackling mulseal (moisture content general 43%) in construction in preceding 24 hours dilutes, dilution rate was recommended 1: 1, and promptly the ratio of mulseal and amount of water is 1: 1, and thinned water should be drinking water, otherwise should carry out compatibility test, through be up to the standards or handle after water can use.Add and use centrifugal pump behind the water or other suitable pumps stir to guarantee its uniformity.

Weather condition when 4, the sprinkling amount of dilution mulseal depends on pavement conditions and construction.The sprinkling method for determination of amount is: get the mulseal (dilution rate is 1: 1) of 1L dilution, it is sprayed at 1m equably ²On the big road surface, representing the sprinkling amount is 1L/m ²If can not be absorbed by the road surface fully, then reduce the sprinkling amount and repeat above way until finding suitable sprinkling amount at 2-3 minute internal emulsification pitch; Otherwise,, then should increase the sprinkling amount and repeat above way until finding suitable sprinkling amount if the road surface can also absorb more mulseal.Typical sprinkling amount is generally at 0.54-0.82L/m ²

4.8.3 construction technical requirement

1, preparation

(1) former treatment of road surfaces

Tackle former road surface before the construction and clean or clean, require the road surface dried and clean during construction.

(2) material is prepared

Mulseal (moisture content general 43%) is diluted in preceding 24 hours in construction, add and use centrifugal pump behind the water or other suitable pump stirs to guarantee its uniformity.

(3) traffic control

Traffic control should be carried out before constructor and machinery enter the place.Personal management's traffic should be established in the job site, and the content of traffic control comprises construction marker, construction guardrail, construction flag etc. are set.In order to guarantee construction safety, the constructor answers hard hat required at all times, safety glasses, safety gloves and puts on safety clothes.

2, construction technology

According to the definite consumption that dilutes mulseal of the way of 4.8.20, adjust the nozzle height and the angle of spreader, on the road surface, spray the dilution mulseal equably by set sprinkling amount.For quick open to traffic, can spread layer of fine sand thereon, the about 1kg/m of spreading amount ²If the localized pulverization amount is excessive, also can spread layer of fine sand.

3, open to traffic

Treat to get final product open to traffic behind the mulseal breakdown of emulsion, got final product in general 2-3 hour under the normal weather condition, may need longer curing time if temperature is low.In order to guarantee traffic safety, the open to traffic initial stage answers restricted speed to 40km/h.

4.9 asphalt-regenerating punishment

4.9.1 applicable elements

1, the asphalt-regenerating punishment is applicable to the highway of any traffic volume.

2, asphalt-regenerating punishment is applicable to the highway that pavement structural strength is enough, and visible road surface is damaged and comprised: (1) tiny irregular cracks (2) slightly loose (3) is aging, oxidation, harden, turn white (4) slight infiltration.

3, the asphalt-regenerating punishment should be used under the weather of warm drying (road table temperature requirement is more than 10 ℃).

4, asphalt-regenerating punishment should not be used under following situation: (1) structural damage (as serious fatigue cracking or darker rut etc.); (2) moderate bellding; (3) antiskid of order of severity loss by the time in; (4) thermal cracking of the order of severity, loose.

4.9.2 material technology requirement

The design content of asphalt-regenerating punishment mainly refers to determining of bitumen regenerant use amount.Use amount depends primarily on the type of bitumen regenerant and the degree of aging on road surface.Determine by rule of thumb mainly that at present wherein, the consumption of drop regeneration is generally at 0.17-0.25kg/m ²

4.9.3 construction technical requirement

Should adopt special-purpose machinery evenly to spray bitumen regenerant, treat that the road surface gets final product open to traffic after dry, get final product in general 3-5 hour under the normal weather condition according to design quantity.In order to guarantee traffic safety, the open to traffic initial stage answers restricted speed to 40km/h.

A precuring measure system of selection

A.0.1 according to leading types of damage and the order of severity, road quality classification and 3 technical factors of the traffic volume on road surface, the precuring countermeasure collection of flexible pavement is tentatively selected the precuring measure that all are suitable for by road.For at a high speed, Class I highway and AADT be greater than 5000 highway, A.0.1-1 the precuring measure that the various road surfaces types of damage and the order of severity are suitable for sees Table.For two, three, Class IV highway and AADT be not more than 5000 highway, A.0.1-2 the precuring measure that the various road surfaces types of damage and the order of severity are suitable for sees Table.

The precuring countermeasure collection of the high-grade and heavy traffic asphalt highway of Table A .0.1-1

The precuring countermeasure collection of the common and middle light traffic asphalt highway of Table A .0.1-2

A.0.2 adopt equivalent annual charge method (EAC) that cost-effectiveness analysis is carried out in the precuring measure of selecting respectively, further select the good precuring measure of cost effectiveness, the design formulas of EAC is suc as formula shown in (A.0.2).

EAC＝N/C (A.0.2)

In the formula, N is the application life of precuring measure, and C is the unit costs of precuring measure.

Finding according to N and C, A.0.2-1 the EAC result of calculation of each precuring measure commonly used see Table, and by EAC order from small to large is successively: vaporific seal, little table place, crushed stone sealing, slurry seal, the cementation of fissures or joint seal, asphalt-regenerating punishment, compound seal and THMO.Get rid of obviously bigger measure of EAC among Table A .0.1-1 and the Table A .0.1-2, can obtain taking all factors into consideration the precuring countermeasure collection after technology and the economic factor, see Table A.0.2-2 and Table A .0.2-3.

The EAC of each precuring measure commonly used of Table A .0.2-1

Sequence number precuring measure average life (year) unit costs (unit/m ²) EAC (unit/m ²/ year)

1 slurry seal 3 17.5 5.83

2 little table places 4 21.5 5.38

3 crushed stone sealings 3 16.5 5.50

4 compound seals 4 34.0 8.50

5 THMO 4 37.5 9.38

6 cementation of fissures or joint seal 1.5 10.0 6.67

7 vaporific seals 1.5 7.5 5.00

8 drops regenerate 3 22.5 7.50

The precuring countermeasure collection of the high-grade and heavy traffic asphalt highway of Table A .0.2-2

The precuring countermeasure collection of the common and middle light traffic asphalt highway of Table A .0.2-3

A.0.3 take all factors into consideration construction factor, user's factor and environmental factor, the material that can obtain, construction quality, durability, traffic interference, driving comfort, skid resistance, noise and 8 influence factors attractive in appearance, adopt the project level Comprehensive Evaluation respectively each precuring measure to be analyzed, the measure of finally selecting multifactorial evaluation coefficient k value maximum is as best precuring measure.The design formulas of multifactorial evaluation coefficient k is suc as formula shown in (A.0.3).A.0.3-3 the k value result of calculation of each precuring measure commonly used see Table.

$k=\underset{j=1}{\overset{n}{\mathrm{\Σ}}}{C}_{\mathrm{ij}}{W}_j---(A.0.3)$

In the formula:

W _j---the weight coefficient of j kind influence factor, with reference to showing A.0.3-1 value;

C _Ij---the precuring measure to be selected of i kind is for the characteristic attribute value of j kind factor, with reference to showing A.0.3-2 value;

The number of n---influence factor.

The influence factor weight coefficient W of Table A .0.3-1 different brackets highway _j

Influence factor high-grade highway weight coefficient common road weight coefficient

Recommend model typical value recommended range typical value

Enclose

Obtainable material 5-1 10 10-2 15

5 0

Construction quality 15-20 15-2 20

25 5

Durability 10-15 5-15 10

20

Traffic disturbed one 0-15 5-15 10

20

Ride comfort 10-15 10-2 15

Property 20 0

Skid resistance 10-15 10-2 15

20 0

Noise 0-1 5 5-15 10

0

0-1 5 0-10 5 attractive in appearance

0

Add up to-100-100

The attribute score value recommendation of each precuring measure commonly used of Table A .0.3-2

The rare little broken multiple vaporific pitch of the THMO cementation of fissures of preface influence factor

Number slurry table stone close or seal again

Envelope place envelope joint seal is given birth to the place

Layer is controlled layer by layer

1 obtainable material 55335455

Material ^a

2 construction qualities ^b44334455

3 durability ^c45344224

4 traffic are disturbed ^d55331455

5 driving comforts ^e44344333

6 skid resistances ^f55555111

7 noises ^g33334444

8 is attractive in appearance ^h55555345

Annotate: a---the complexity (5=is easy to, and 1=is difficult to) of the material that obtains to conform to quality requirements

The proficiency of b---unit in charge of construction and experience (the 5=quality is fine, the 1=poor quality)

The application life of c---precuring measure (5=is the longest, and 1=is the shortest)

D---to the degree (5=does not almost disturb, and 1=disturbs very big) of traffic interference

The improving of e---road pavement planeness (5=improves very big, and 1=does not improve)

The improving of f---road pavement skid resistance (5=improves very big, and 1=does not improve)

G---the construction back is to the influence (5=obviously reduces, and 1=obviously increases) of driving noise

The improving of h---road pavement outward appearance (5=improves very big, and 1=does not improve)

The k value result of calculation of each precuring measure commonly used of Table A .0.3-3

Preface precuring measure k value

Number high-grade highway common road

1 slurry seal-4.40

2 little table places 4.45-

3 crushed stone sealings-3.40

4 compound seals-3.70

5 THMO 4.05 3.85

6 cementation of fissures or joint seal 3.15 3.05

7 vaporific seals-3.55

8 drops regeneration 3.90-

A.0.5 concentrate and select the highest measure of k value taking all factors into consideration the precuring countermeasure that obtains after technology and the economic factor as best precuring measure.Result of calculation according to Table A .0.3-3, can select the best precuring measure that various road surfaces types of damage and the order of severity are suitable for by Table A .0.2-2 and Table A .0.2-3, see Table respectively A.0.5-1 and Table A .0.5-2 at high-grade highway and common road selection result.

The best precuring measure that Table A .0.5-1 is high-grade and the heavy traffic asphalt highway is suitable for

The best precuring measure that the common and middle light traffic asphalt highway of Table A .0.5-2 is suitable for

B is best, and the precuring time is determined method

B.0.1 return the parameter of the conventional maintenance PCI decay of asphalt highway equation according to the detection data in the highway facilities management system of Shanghai City.B.0.1 the regression result of representative highways at different levels sees Table.

Show the parameter of B.0.1 conventional maintenance PCI decay equation

B.0.2 select the precuring time to contrast scheme by the conventional maintenance decay equation of PCI and the time range of the definite suitable precuring of precuring standard thereof, and according to the maintenance of surface custom of the time interval that equates or highway administration department.Select be spaced apart 1 year equal time, B.0.2 the precuring time contrast Scheme Selection of representative highways at different levels the results are shown in Table.

Table is the precuring time contrast scheme of representative highways at different levels B.0.2

B.0.3 according to the type selecting precuring performance analysis index of precuring measure.Overlay class precuring measure for the surface, should select three of PCI, RQI and BPN; Overlay class precuring measure for non-surface, can only select one of PCI.It is not obvious that the RQI of representative highways at different levels and BPN detect the data regularity, and precuring performance analysis index is only selected one of PCI.

B.0.4, predict the decay equation of the pairing precuring performance analysis of each precuring time contrast scheme index according to the historical usage situation of precuring measure, and in conjunction with concrete pavement conditions.The PCI of representative highways at different levels predicts the outcome and sees Table respectively B.0.4-1, B.0.4-2, B.0.4-3, B.0.4-4 and B.0.4-5.

Show the B.0.4-1 parameter of each precuring time contrast scheme PCI decay equation of speedway

Show the B.0.4-2 parameter of each precuring time contrast scheme PCI decay equation of Class I highway

Show the B.0.4-3 parameter of each precuring time contrast scheme PCI decay equation of Class II highway

Show the B.0.4-4 parameter of each precuring time contrast scheme PCI decay equation of Class III highway

Show the B.0.4-5 parameter of each precuring time contrast scheme PCI decay equation of Class IV highway

B.0.5 the sign of precuring benefit and computational methods are as follows:

1, overlay class precuring measure for the surface, the benefit that precuring produces mainly shows as the comprehensive improvement amount that PCI, RQI and BPN after the precuring are taked in the road surface.Therefore, the weighted value that precuring benefit is pressed its weight coefficient with the standardization precuring benefit of each performance analysis index characterizes.Any precuring time ratio is selected scheme j, precuring performance index PBI _jDesign formulas as follows:

PBI _j＝γ ₁·SB _j(PCI)+γ ₂·SB _j(RQI)+γ ₃·SB _j(BPN) (B.0.5-1)

In the formula: SB _j(PCI), SB _j(RQI) and SB _j(BPN) be respectively the standardization benefit of PCI, RQI and BPN; γ ₁, γ ₂And γ ₃Be respectively the benefit weight coefficient of PCI, RQI and BPN.

The standardization benefit SB of PCI, RQI and BPN _j(PCI), SB _j(RQI) and SB _j(BPN) characterize with the ratio of Pavement Performance area under a curve under the Pavement Performance area under a curve taking to be increased after the precuring and the conventional maintenance situation respectively, its meaning is by j time scheme implementation precuring, with respect to conventional maintenance, the improvement rate of PCI, RQI and BPN, design formulas is as follows:

${\mathrm{SB}}_j\left(\mathrm{PCI}\right)=\frac{A_j\left(\mathrm{PCI}\right)}{A_0\left(\mathrm{PCI}\right)}---(B.0.5-2)$

${\mathrm{SB}}_j\left(\mathrm{RQI}\right)=\frac{A_j\left(\mathrm{RQI}\right)}{A_0\left(\mathrm{RQI}\right)}---(B.0.5-3)$

${\mathrm{SB}}_j\left(\mathrm{BPN}\right)=\frac{A_j\left(\mathrm{BPN}\right)}{A_0\left(\mathrm{BPN}\right)}---(B.0.5-4)$

In the formula: A _j(PCI), A _j(RQI) and A _j(BPN) be respectively the improvement amount of taking PCI, RQI and BPN after the precuring, respectively shown in the dash area among Fig. 1, Fig. 2 and Fig. 3.It calculates sees formula (B.0.5-5), (B.0.5-6) and (B.0.5-7) respectively; A ₀(PCI), A ₀(RQI) and A ₀(BPN) be respectively the benefit area of PCI, RQI and BPN under the conventional maintenance situation, shown in the part of the oblique line among Fig. 1, Fig. 2 and Fig. 3, it calculates sees formula (B.0.5-8), (B.0.5-9) and (B.0.5-10) respectively respectively.

$A_j\left(\mathrm{PCI}\right)={\∫}_{X_{\mathrm{sj}}}^{X_1}[g_{j1}\left(x\right)-f_1\left(x\right)]\mathrm{dx}+{\∫}_{X_1}^{X_{\mathrm{ej}}}[g_{j1}\left(x\right)-y_0\left(\mathrm{PCI}\right)]\mathrm{dx}---(B.0.5-5)$

$A_j\left(\mathrm{RQI}\right)={\∫}_{X_{\mathrm{sj}}}^{X_2}[g_{j2}\left(x\right)-f_2\left(x\right)]\mathrm{dx}+{\∫}_{X_2}^{X_{\mathrm{ej}}}[g_{j2}\left(x\right)-y_0\left(\mathrm{RQI}\right)]\mathrm{dx}---(B.0.5-6)$

$A_j\left(\mathrm{BPN}\right)={\∫}_{X_{\mathrm{sj}}}^{X_3}[g_{j3}\left(x\right)-f_3\left(x\right)]\mathrm{dx}+{\∫}_{X_3}^{X_{\mathrm{ej}}}[g_{j3}\left(x\right)-y_0\left(\mathrm{BPN}\right)]\mathrm{dx}---(B.0.5-7)$

$A_0\left(\mathrm{PCI}\right)={\∫}_0^{X_1}[f_1\left(x\right)-y_0\left(\mathrm{PCI}\right)]\mathrm{dx}---(B.0.5-8)$

$A_0\left(\mathrm{RQI}\right)={\∫}_0^{X_2}[f_2\left(x\right)-y_0\left(\mathrm{RQI}\right)]\mathrm{dx}---(B.0.5-9)$

$A_0\left(\mathrm{BPN}\right)={\∫}_0^{X_3}[f_3\left(x\right)-y_0\left(\mathrm{BPN}\right)]\mathrm{dx}---(B.0.5-10)$

In the formula: X ₁, X ₂, X ₃The numerical value that is respectively PCI, RQI, BPN under the conventional maintenance situation drops to its corresponding benefit calculation baseline y=y ₀(PCI), y=y ₀(RQI), y=y ₀(BPN) road surface service time, y ₀(PCI), y ₀(RQI) and y ₀(BPN) numerical value is respectively the lower limit of the precuring standard of PCI, RQI and BPN among the table 2.1.1; X _EjDrop to the minimum value (as Fig. 1～shown in Figure 3) of road surface service time of corresponding benefit calculation baseline for the numerical value of each index under the precuring situation.

2, overlay class precuring measure for non-surface, the benefit that precuring produces mainly shows as the improvement amount that PCI after the precuring is taked on the road surface.Therefore, precuring benefit characterizes (shown in the dash area among Fig. 4) with the Pavement Performance area under a curve of taking to be increased with respect to conventional maintenance (not taking precuring) after the precuring.Any precuring time ratio is selected scheme j, precuring performance index PBI _jDesign formulas as follows:

$A_j\left(\mathrm{PCI}\right)={\∫}_{X_{\mathrm{sj}}}^{X_0}[g_{j1}\left(x\right)-f_1\left(x\right)]\mathrm{dx}+{\∫}_{X_0}^{X_{\mathrm{ej}}}[g_{j1}\left(x\right)-y_0\left(\mathrm{PCI}\right)]\mathrm{dx}---(B.0.5-11)$

In the formula: y=g _J1(x) take the expection decay equation (or curve) of PCI after the precuring for the road surface; Y=f ₁(x) be the decay equation (or curve) of PCI under the conventional maintenance situation; Y=y ₀(PCI) be the benefit calculation baseline of PCI, y ₀(PCI) numerical value is the lower limit of PCI precuring standard among the table 2.1.1; X ₀For the decay curve of PCI under the conventional maintenance situation reaches road surface service time of its benefit calculation baseline, can calculate by formula (B.0.5-12); X _SjEnforcement start time point for precuring; X _EjBe the out-of-service time point of precuring, can determine by formula (B.0.5-13).

f ₁(x)＝y ₀(PCI) (B.0.5-12)

g _j1(x)＝y ₀(PCI) (B.0.5-13)

3, B.0.5-1 the PBI result of calculation of representative highways at different levels see Table respectively, B.0.5-2, B.0.5-3, B.0.5-4 and B.0.5-5.

Show the B.0.5-1 PBI result of calculation of each precuring time contrast scheme of speedway

Show the B.0.5-2 PBI result of calculation of each precuring time contrast scheme of Class I highway

Show the B.0.5-3 PBI result of calculation of each precuring time contrast scheme of Class II highway

Show the B.0.5-4 PBI result of calculation of each precuring time contrast scheme of Class III highway

Show the B.0.5-5 PBI result of calculation of each precuring time contrast scheme of Class IV highway

B.0.6 the sign of precuring expense and computational methods are as follows:

1, the cost item of need considering mainly comprise routine servicing expense, precuring measure expense and in repair 3 of expenses.Also can only select wherein one or two if lack data during actual analysis, but must comprise precuring measure expense.

2, because the maintenance costs analytical cycle difference of each time scheme selects equivalent average annual cost method (Equivalent Uniform Annual Cost, i.e. EUAC) to calculate the precuring expense of each time scheme, analysis indexes is selected EUAC.To any one precuring time scheme j, EUAC _jCalculating can divide following two the step carry out (computation model as shown in Figure 6):

The first step: the computational costs analysis phase [0, X _Ej] in total present worth PW of every maintenance costs of taking place _j, time zero select the road surface newly-built or once big recently (in) repair or time of precuring.Its design formulas is as follows:

${\mathrm{PW}}_j=\mathrm{\Σ}{C}_i\×{(1+d)}^{-t_i}---(B.0.6-1)$

In the formula: C _iIt is i item maintenance costs; D is interest rate (such as interest rate is 4%, then d=0.04), can select according to the level of economic development of locality; t _iIt is the time (year) that i item maintenance costs takes place.

Second step: with total present worth PW of general expenses _jBe converted into equivalent average annual cost EUAC _j, design formulas is as follows:

${\mathrm{EUAC}}_j={\mathrm{PW}}_j\×\left[\frac{d\×{(1+d)}^{n_j}}{{(1+d)}^{n_j}-1}\right]---(B.0.6-2)$

In the formula: EUAC _jIt is the equivalent average annual cost of j precuring time scheme; n _jBe the length of j scheme cost analysis phase precuring time, n _j=X _Ej, its meaning is seen Fig. 4 or Fig. 1-Fig. 3.

3, the EUAC result of calculation of representative highways at different levels see Table respectively B.0.6-1, show B.0.6-2, show B.0.6-3, show B.0.6-4 with table B.0.6-5.

Show the B.0.6-1 EUAC result of calculation of each precuring time contrast scheme of speedway

Show the B.0.6-2 EUAC result of calculation of each precuring time contrast scheme of Class I highway

Show the B.0.6-3 EUAC result of calculation of each precuring time contrast scheme of Class II highway

Show the B.0.6-4 EUAC result of calculation of each precuring time contrast scheme of Class III highway

Show the B.0.6-5 EUAC result of calculation of each precuring time contrast scheme of Class IV highway

B.0.7 calculate the BCR of each precuring time contrast scheme, its design formulas is suc as formula shown in (B.0.7).B.0.7-1 the BCR result of calculation of representative highways at different levels see Table respectively, show B.0.7-2, show B.0.7-3,

The table B.0.7-4 with the table B.0.7-5.

${\mathrm{BCR}}_j=\frac{{\mathrm{PBI}}_j}{\mathrm{EUA}{C}_j}---(B.0.7)$

Show the B.0.7-1 BCR result of calculation of each precuring time contrast scheme of speedway

Show the B.0.7-2 BCR result of calculation of each precuring time contrast scheme of Class I highway

Show the B.0.7-3 BCR result of calculation of each precuring time contrast scheme of Class II highway

Show the B.0.7-4 BCR result of calculation of each precuring time contrast scheme of Class III highway

Show the B.0.7-5 BCR result of calculation of each precuring time contrast scheme of Class IV highway

B.0.8 implement time point as the best precuring time with the pairing precuring of the maximum time scheme of BCR value, B.0.8 the best precuring time of asphalt highways at different levels see Table.

Table is the best precuring time of asphalt highways at different levels B.0.8

Road quality classification	The best precuring time (year)
		Speedway	3～4
Class I highway	2～3
		Class II highway	5
Class III highway	4～5
		Class IV highway	3～4

Fig. 6 to Figure 12 is applied to the flow chart of asphalt highway precuring system for the present invention.Those skilled in the art just can well use the present invention according to this flow process.

More than show and described basic principle of the present invention and principal character and advantage of the present invention.The technician of the industry should understand; the present invention is not restricted to the described embodiments; that describes in the foregoing description and the manual just illustrates principle of the present invention; the present invention also has various changes and modifications without departing from the spirit and scope of the present invention, and these changes and improvements all fall in the claimed scope of the invention.The claimed scope of the present invention is defined by appending claims and equivalent thereof.

Claims (3)

1, definite method of a kind of measure of highway asphalt concrete pavement preventive maintenance and time is characterized in that comprising the steps

(1), the precuring measure is selected

At first according to leading types of damage and the order of severity, road quality classification and the traffic volume technical factor on road surface, flexible pavement precuring countermeasure collection is tentatively selected the precuring measure that all are suitable for by road, adopt equivalent annual charge method that cost-effectiveness analysis is carried out in the precuring measure of selecting respectively then, further select the good precuring measure of cost effectiveness; Take all factors into consideration construction factor, user's factor and environmental factor at last, adopt the project level Comprehensive Evaluation respectively each precuring measure to be analyzed, the measure of finally selecting multifactorial evaluation coefficient k value maximum is as best precuring measure;

(2), the best precuring time is determined

A, determine the PCI decay equation under the conventional maintenance situation, determine to be fit to the time range of precuring by the decay equation of PCI and precuring standard thereof, and select precuring time contrast scheme voluntarily according to the maintenance of surface custom according to the time interval that equates or by the user;

B, determine the road conditions index decay equation of conventional maintenance and each precuring time scheme; Overlay class precuring measure for the surface, the road conditions index should comprise PCI, RQI and BPN3 item, if data are insufficient or RQI, BPN regular not obvious, also can only analyze the decay equation of PCI; Overlay class precuring measure for non-surface, the road conditions index mainly refers to PCI;

C, overlay class precuring measure for the surface, calculate the area take after the precuring with respect under PCI, RQI and the BPN decay curve under PCI, RQI that conventional maintenance increased and area the BPN decay curve under and the conventional maintenance situation respectively, and calculating precuring performance index PBI; Overlay class precuring measure for non-surface, calculate and take after the precuring to be precuring performance index PBI with respect to the area under the PCI decay curve that conventional maintenance increased;

D, calculate the precuring expense of each precuring time scheme, be daily cost of maintenance, precuring expense and in repair expense at the equivalent average annual cost of pavement life in the cycle, if routine servicing expense or in to repair expense indeterminate, can not consider, but must consideration precuring expense;

E, calculate the precuring benefit-cost ratio BCR of each precuring time scheme, finally with the pairing precuring enforcement of the maximum time scheme of BCR value time point as the best precuring time.

2, definite method of the measure of highway asphalt concrete pavement preventive maintenance according to claim 1 and time is characterized in that, the design formulas of values of factor K is as follows in the described step (1):

$k=\underset{j=1}{\overset{n}{\mathrm{\Σ}}}{C}_{\mathrm{ij}}{W}_j$

In the formula:

W _j---the weight coefficient of j kind influence factor, with reference to showing A.0.3-1 value;

C _Ij---the precuring measure to be selected of i kind is for the characteristic attribute value of j kind factor, with reference to showing A.0.3-2 value;

The number of n---influence factor.

3, definite method of the measure of highway asphalt concrete pavement preventive maintenance according to claim 1 and time is characterized in that, Computer Corp. of described precuring performance index PBI is as follows:

PBI _j＝γ ₁·SB _j(PCI)+γ ₂·SB _j(RQI)+γ ₃·SB _j(BPN)

In the formula: SB _j(PCI), SB _j(RQI) and SB _j(BPN) be respectively the standardization benefit of PCI, RQI and BPN; γ ₁, γ ₂And γ ₃Be respectively the benefit weight coefficient of PCI, RQI and BPN.

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