无车辙路面在道路交叉口的应用

Application of no-rutting pavement at road intersections

为解决G104京岚线青银高速靳家立交至山东高速交界段K428+300—K428+550道路交叉口车辙病害频发的问题,在修复养护施工中采用无车辙路面(no-rutting pavement, NRP)技术,采用无车辙剂和改性苯乙烯-丁二烯-苯乙烯嵌段共聚物(styrene butadiene styrene, SBS)沥青,设计路面结构为厚4 cm重交通抗车辙改性沥青玛蹄脂碎石混合料SMA-13与厚6 cm重交通抗车辙改性沥青混凝土AC-20(无车辙改性剂在沥青混合料中的质量分数为1%)改善路面车辙情况。采用室内试验的方法,得到SMA-13与AC-20的最佳沥青质量分数分别为5.9%、4.3%。实际铺筑完成运营0.5 a后检测路面的弯沉、构造深度及车辙深度。结果显示:通车运营0.5 a后,实际弯沉较设计弯沉减小约36%,路面承载能力得到较大幅度的提高;构造深度均大于0.5 mm,抗滑性能优异;无车辙路面表面平整,车辙深度小于4.00 mm,远小于标准车辙深度。

To address the problem of frequent rutting damage at the intersection of the Qingdao-Yinchuan Expressway at the Jinjia Interchange to the Shandong Expressway junction from station K428+300 to K428+550 on G104,a no-rutting pavement(NRP)technology is used in the repair and maintenance construction,utilizing no-rutting agents and modified styrene-butadiene-styrene(SBS)block copolymers.The designed pavement structure consists of a 4 cm heavy traffic anti-rutting modified asphalt Ma Gaiti crushed stone mixture SMA-13,and a 6 cm heavy traffic anti-rutting modified asphalt concrete AC-20(with NRP accounting for 1%of the mass fraction in the asphalt mixture)to improve the rutting situation.Through indoor testing,the optimum asphalt content are determined to be 5.9%for SMA-13 and 4.3%for AC-20.After actual construction and half a year of operation,the pavement′s rutting depth,construction depth,and rutting depth are inspected.Results show that after 0.5 a of operation,the actual rutting depth decreases by approximately 36%compared to the design rutting depth,indicating a significant improvement in the road′s bearing capacity.The construction depth exceeds 0.5 mm,showing excellent skid resistance performance.The no-rutting pavement surface is smooth,and the rutting depth is less than 4.00 mm,significantly lower than the standard rutting depth.